Automatic parking speed planning method, system, medium and electronic device

Abstract

The application provides an automatic parking speed planning method, system, medium and electronic equipment. The automatic parking speed planning method comprises the following steps: step 11, a parking position curve is constructed, the parking position curve is a time-based quintic polynomial speed planning function, the parking position curve is processed to obtain a planning target speed, and the initial planning target speed is 0; step 12, the acceleration of the planning target speed at the last moment and the planning target speed at the current moment, the parking time at the current moment and the remaining distance at the current moment are obtained, the parking position curve is iteratively updated, and the planning target speed at the current moment is obtained; wherein the planning target speed at the last moment is compared with a preset parking design speed to obtain the acceleration value; and step 13, step 12 is repeated, the updated planning target speed is obtained in real time, and parking is performed until parking is completed.

Description

Technical Field

[0001] This application belongs to the field of autonomous driving technology, and relates to an automatic parking method, and in particular to an automatic parking speed planning method, system, medium and electronic equipment. Background Technology

[0002] With the rapid development of autonomous driving technology, Automatic Parking System (APS) has become one of the key functions for improving driving convenience and safety. A complete automatic parking process typically includes core components such as environmental perception, parking space search, path planning, and speed planning. Among these, the quality of speed planning directly affects the smoothness, comfort, safety, and execution accuracy of the parking process.

[0003] Parking presents unique challenges compared to regular road driving: Limited space: Operational space is restricted, and path curvature changes are frequent and significant. Frequent starts, stops, and gear shifts: Multiple forward and reverse transitions are required. Close proximity to obstacles: The proximity to surrounding vehicles, walls, and other obstacles demands extremely high control precision and safety. Sensitive user experience: Passengers are particularly sensitive to the jerks and impacts (acceleration / sudden acceleration) during parking; comfort is a crucial indicator of a parking system's quality.

[0004] Current automatic parking speed planning methods suffer from discontinuous speed changes, resulting in noticeable jolts caused by acceleration during vehicle start-up, stopping, or speed transitions, severely impacting passenger comfort. Sudden changes in acceleration can cause discomfort and even motion sickness for passengers. In particular, abrupt changes in acceleration are a major cause of passenger discomfort. Traditional methods often fail to guarantee the continuity and smoothness of speed, acceleration, and especially acceleration, leading to jerking and vibration during parking, resulting in a poor user experience. Summary of the Invention

[0005] The purpose of this application is to provide an automatic parking speed planning method, system, medium, and electronic device to improve the smoothness of the parking process.

[0006] In a first aspect, this application provides an automatic parking speed planning method, which includes: Step 11, constructing a parking position curve, wherein the parking position curve is a time-based fifth-order polynomial speed planning function, and processing the parking position curve to obtain a planned target speed, wherein the initial planned target speed is 0; Step 12, obtaining the planned target speed at the previous moment, the acceleration of the planned target speed at the current moment, the parking time at the current moment, and the remaining distance at the current moment, and iteratively updating the parking position curve to obtain the planned target speed at the current moment; wherein the planned target speed at the previous moment is compared with a preset parking design speed to obtain the acceleration value, and the parking time is the predicted total time required for parking at the current moment; Step 13, repeating step 12, and executing parking until parking is completed by obtaining the updated planned target speed in real time.

[0007] In one implementation of the first aspect, the parking time acquisition includes: processing the parking speed curve, the parking acceleration curve, and the parking position curve based on a second parking condition to obtain a second parking speed curve, wherein the second parking condition is a parking motion parameter based on the driving distance at the start and end times; wherein, the parking speed curve is obtained by taking the first derivative of the parking position curve, and the parking acceleration curve is obtained by taking the second derivative of the parking position curve; acquiring the parking time based on the second parking speed curve includes processing the second parking speed curve to obtain multiple sets of parking times, and taking the maximum parking time as the parking time.

[0008] In one implementation of the first aspect, processing the second parking speed curve to obtain multiple sets of parking time values, and taking the maximum parking time value as the parking time, includes: obtaining a maximum jerk, a maximum acceleration, and a maximum speed based on the second parking speed curve, wherein: taking the first derivative of the second parking speed curve to obtain an acceleration curve, and obtaining the extreme value of the acceleration curve as the maximum acceleration; taking the second derivative of the second parking speed curve to obtain an acceleration curve, and obtaining the maximum absolute value of the acceleration curve as the maximum acceleration; obtaining a corresponding first parking time based on the maximum acceleration; obtaining a corresponding second parking time based on the maximum acceleration; obtaining a corresponding third parking time based on the maximum speed; and obtaining the maximum value among the first parking time, the second parking time, and the third parking time as the parking time.

[0009] In one implementation of the first aspect, comparing the planned target speed at the previous moment with the preset parking design speed to obtain the acceleration value includes: obtaining the parking speed difference between the planned target speed at the previous moment and the parking design speed; obtaining the parking acceleration based on the parking speed difference and the parking time, wherein the time coefficient is used to control the rate at which the planned target speed at the previous moment approaches the parking design speed.

[0010] In one implementation of the first aspect, obtaining the parking acceleration based on the parking speed difference and the time coefficient includes: when the parking design speed is greater than the planned target speed at the previous moment, adjusting the time coefficient τ to make the parking acceleration positive, thereby increasing the rate at which the planned target speed approaches the parking design speed; when the parking design speed is less than the planned target speed at the previous moment, adjusting the time coefficient τ to make the parking acceleration negative, thereby decreasing the rate at which the planned target speed approaches the parking design speed.

[0011] In one implementation of the first aspect, the process of processing the parking position curve to obtain the planned target speed includes: obtaining a parking speed curve and a parking acceleration curve based on the parking position curve; obtaining the parking speed curve by taking the first derivative of the parking position curve; obtaining the parking acceleration curve by taking the second derivative of the parking position curve; processing the parking speed curve, the parking acceleration curve, and the parking position curve based on a first parking condition to obtain a first parking speed curve, wherein the first parking condition is a parking motion parameter based on the remaining distance at the start and end times; and obtaining the planned target speed based on the parking time and the first parking speed curve.

[0012] In one implementation of the first aspect, the process of obtaining the parking design speed includes: obtaining the remaining parking speed based on the remaining parking distance; obtaining the collision safety speed based on moving obstacle information, ultrasonic radar information, and limited area information; and obtaining the parking design speed based on the remaining parking speed and the collision safety speed.

[0013] Secondly, this application provides an automatic parking speed planning system, comprising: a parking model construction module configured to construct a parking position curve, wherein the parking position curve is a time-based fifth-order polynomial speed planning function, and to process the parking position curve to obtain a planned target speed, wherein the initial planned target speed is 0; a parking model processing module configured to obtain the planned target speed at the previous moment, the acceleration of the planned target speed at the current moment, the parking time at the current moment, and the remaining distance at the current moment, and to iteratively update the parking position curve to obtain the planned target speed at the current moment; wherein the planned target speed at the previous moment is compared with a preset parking design speed to obtain the acceleration value, and the parking time is the predicted overall time required for parking at the current moment; and a feedback update module configured to repeatedly perform updates, and to obtain the updated planned target speed in real time to perform parking until parking is completed.

[0014] Thirdly, this application provides an electronic device, the electronic device comprising: a memory storing a computer program thereon; and a processor communicatively connected to the memory for executing the computer program to implement the above-described automatic parking speed planning method.

[0015] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by an electronic device, implements the above-described automatic parking speed planning method.

[0016] As described above, the automatic parking speed planning method, system, medium, and electronic device described in this application have the following beneficial effects:

[0017] By constructing a parking position curve, the speed planning curve during the parking process is guaranteed to have the characteristic of continuous third derivative. The parking position curve satisfies the geometric constraints of the parking path and the constraints of the starting point state (position, speed, and acceleration), thereby generating a speed curve with continuous acceleration and jerk. This can effectively suppress shocks, achieve high-order smoothness of the speed curve, and improve the ride comfort during the parking process. Attached Figure Description

[0018] Figure 1A and Figure 1B The diagram shown is an application scenario diagram of Embodiment 1 of this application.

[0019] Figure 2 The diagram shows a process schematic of the automatic parking speed planning method described in the embodiments of this application.

[0020] Figure 3 The diagram shown is a schematic representation of the process for obtaining the planned target speed as described in an embodiment of this application.

[0021] Figure 4 The diagram shows the process of obtaining parking acceleration as described in an embodiment of this application.

[0022] Figure 5 The diagram shown is a schematic representation of the process for obtaining the parking design speed as described in an embodiment of this application.

[0023] Figure 6 The diagram shown is a flowchart of the automatic parking speed planning method described in an embodiment of this application.

[0024] Figure 7 The diagram shown is a structural schematic of the automatic parking speed planning system described in an embodiment of this application.

[0025] Figure 8 The diagram shown is a structural schematic of the electronic device described in an embodiment of this application.

[0026] Component designation explanation

[0027] 11 storage devices 12 Local processor 13 Display terminal 2 End-to-cloud interaction scenarios 20 terminal 21 cloud server 100 Automatic parking speed planning system 101 Parking model building module 102 Parking model processing module 103 Feedback Update Module 200 electronic devices 201 memory 202 processor 203 monitor S11~S14 step S21~S25 step Detailed Implementation

[0028] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0029] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0030] With the rapid development of autonomous driving technology, Automatic Parking System (APS) has become one of the key functions for improving driving convenience and safety. A complete automatic parking process typically includes core components such as environmental perception, parking space search, path planning, and speed planning. Among these, the quality of speed planning directly affects the smoothness, comfort, safety, and execution accuracy of the parking process.

[0031] Parking presents unique challenges compared to regular road driving: Limited space: Operational space is restricted, and path curvature changes are frequent and significant. Frequent starts, stops, and gear shifts: Multiple forward and reverse transitions are required. Close proximity to obstacles: The proximity to surrounding vehicles, walls, and other obstacles demands extremely high control precision and safety. Sensitive user experience: Passengers are particularly sensitive to the jerks and impacts (acceleration / sudden acceleration) during parking; comfort is a crucial indicator of a parking system's quality.

[0032] Existing automatic parking speed planning methods often employ relatively simple strategies with significant shortcomings: Trapezoidal speed curves / piecewise constant speed: These methods are simple in structure and easy to implement. However, discontinuous speed changes (such as abrupt acceleration changes at corners of a trapezoidal speed curve) cause noticeable jerk reactions when the vehicle starts, stops, or changes speed, severely impacting ride comfort. Step changes in acceleration can cause discomfort or even motion sickness for passengers. S-curves (double S-curves): These are an improvement over trapezoidal curves, improving smoothness by limiting the rate of change of acceleration (jerk). However, their jerk is usually only piecewise constant; abrupt changes in jerk can occur at the junctions of the acceleration curves, still failing to achieve optimal smoothness.

[0033] The methods described above generally lack effective constraints on higher-order motion characteristics (such as jerk and its rate of change). Abrupt changes in jerk are one of the main causes of passenger discomfort. Traditional methods often fail to guarantee the continuity and smoothness of speed, acceleration, and especially jerk, resulting in jerking and vibration during parking, leading to a poor user experience.

[0034] To address at least the aforementioned issues, the following embodiments of this application provide an automatic parking speed planning method.

[0035] The technical solutions in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0036] Figure 1A This diagram illustrates an application scenario of the automatic parking speed planning method described in this application. The automatic parking speed planning device 1 can be used to implement the automatic parking speed planning method provided in this application embodiment, but the application scenarios of the automatic parking speed planning method provided in this application embodiment are not limited to this. Figure 1A The automatic parking speed planning device 1 shown is as follows. Figure 1A As shown, the automatic parking speed planning device 1 includes a storage device 11, a local processor 12, and a display terminal 13. The automatic parking speed planning method provided in this embodiment can be applied to the local processor 12.

[0037] in, Figure 1AThe local processor 12 can be a single local processor, a cluster of multiple local processors, or a cloud computing center, etc., and is not specifically limited here. Although Figure 1A Only one storage device 11, one local processor 12, and one display terminal 13 are shown, but it should be understood that... Figure 1A The examples in this paper are only for understanding this solution. The specific number of local processors 12 and display terminals 13 should be flexibly determined based on the actual situation.

[0038] In some other implementations, the automatic parking speed planning device 1 may not include a display terminal 13, but only a local processor 12 with display function and a storage device 11. The automatic parking speed planning method provided in this application embodiment can be applied to the local processor 12. The local processor 12 with display function may include tablet computers, PDAs, mobile phones, personal computers, and voice interaction devices, or monitoring devices, etc., and is not limited here.

[0039] In some other implementations, the automatic parking speed planning method described in this application can be applied to edge-cloud interaction scenarios. Figure 1B This diagram illustrates the structure of the mid-cloud interaction scenario in these implementation methods. For example... Figure 1B As shown, the terminal-cloud interaction system 2 includes a terminal 20 and a cloud server 21. The terminal 20 and the cloud server 21 can communicate with each other, and the communication method is not limited to wired or wireless.

[0040] The terminal 20 can be mobile or fixed. For example, it can be a wireless terminal or a wired terminal. A wireless terminal can refer to a device with wireless transceiver capabilities, which can be deployed indoors, outdoors, and in industrial workshops. The terminal 20 can be a mobile phone, tablet computer, laptop computer, etc., and is not limited thereto. The cloud server 21 can include one or more servers, or one or more processing nodes, or one or more virtual machines running on the server. The cloud server 21 can also be referred to as a server cluster, management platform, data processing center, etc., and is not limited thereto in this embodiment.

[0041] Figure 2 This diagram illustrates the process of an automatic parking speed planning method according to an embodiment of this application. Figure 2 As shown, the automatic parking speed planning method includes the following steps S11 to S13.

[0042] Step S11: Construct a parking position curve. The parking position curve is a time-based fifth-order polynomial speed planning function. The parking position curve is processed to obtain the planned target speed, wherein the initial planned target speed is 0.

[0043] For example, the parking position curve is a preset fifth-order polynomial, specifically expressed as: .in, For polynomial coefficients, It is a time variable.

[0044] Step S12: Obtain the planned target speed at the previous moment, the acceleration of the planned target speed at the current moment, the parking time at the current moment, and the remaining distance at the current moment; iteratively update the parking position curve to obtain the planned target speed at the current moment; wherein, the planned target speed at the previous moment is compared with the preset parking design speed to obtain the acceleration value, and the parking time is the predicted total time required for parking at the current moment.

[0045] Step 13: Repeat step 12, and obtain the updated planned target speed in real time to perform parking until parking is completed.

[0046] Figure 3 This is a schematic diagram illustrating the process of obtaining the planned target speed in one embodiment of this application. For example... Figure 3 As shown, the process of processing the parking position curve to obtain the planned target speed includes the following steps S21 to S25.

[0047] Step S21: Obtain the parking speed curve and parking acceleration curve based on the parking position curve. The parking speed curve is obtained by taking the first derivative of the parking position curve, and the parking acceleration curve is obtained by taking the second derivative of the parking position curve.

[0048] For example, the parking speed curve is obtained by taking the first derivative of the parking position curve, and is expressed as follows:

[0049] Taking the second derivative of the parking position curve yields the parking acceleration curve, which is expressed as:

[0050] Step S22: Process the parking speed curve, the parking acceleration curve, and the parking position curve based on the first parking conditions to obtain the first parking speed curve.

[0051] For example, the first parking condition is the parking motion parameters based on the remaining distance at the start and end times, wherein at the start time, the remaining parking distance is the initial remaining distance, the parking speed is the initial speed, and the parking acceleration is the initially set acceleration, specifically expressed as follows: ; ; At the moment of termination, the remaining parking distance, parking speed, and parking acceleration are all zero, specifically expressed as: ; ; .

[0052] Substituting the first parking condition into the parking speed curve, the parking acceleration curve, and the parking position curve respectively, we obtain a system of linear parking equations, specifically expressed as follows:

[0053]

[0054]

[0055]

[0056]

[0057]

[0058]

[0059] Solving the linear equations for parking yields the polynomial coefficients:

[0060] ; ;

[0061]

[0062]

[0063]

[0064] in, This is the initial remaining distance. The initial velocity, For the initial acceleration, For time variables, For parking time, During the offline parking planning process, time Accumulate continuously until it equals the total time. .

[0065] Substituting the polynomial coefficients into the parking speed curve yields the first parking speed curve.

[0066] Step S23: Based on the second parking conditions, process the parking speed curve, the parking acceleration curve, and the parking position curve to obtain the second parking speed curve. Specifically, the parking speed curve is obtained by taking the first derivative of the parking position curve, and the parking acceleration curve is obtained by taking the second derivative of the parking position curve.

[0067] For example, the second parking condition is a parking motion parameter based on the driving distance at the start and end times, wherein at the start time, the driving distance is the initial driving distance, the driving speed is the initial speed, and the driving acceleration is the initial acceleration, specifically expressed as follows: At the termination time ( At this point, the distance traveled is the final distance traveled, and the speed and acceleration are both zero, specifically expressed as follows: ; ; .

[0068] Substituting the second parking condition into the parking speed curve, the parking acceleration curve, and the parking position curve respectively, yields a system of linear parking equations. Solving this system of linear parking equations yields the polynomial coefficients of a fifth-degree polynomial. Substituting these polynomial coefficients into the parking speed curve yields the second parking speed curve, specifically expressed as follows:

[0069]

[0070] in, For time variables, Parking time, Parking distance .

[0071] Step S24: Obtain the parking time based on the second parking speed curve. Obtaining the parking time based on the second parking speed curve includes processing the second parking speed curve to obtain multiple sets of parking times, and taking the maximum parking time as the parking time.

[0072] In one embodiment of this application, the process of processing the second parking speed curve to obtain multiple sets of parking time values ​​and taking the maximum parking time value as the parking time includes the following steps S31 to S35.

[0073] Step S31: Obtain the maximum jerk, maximum acceleration, and maximum speed based on the second parking speed curve. Specifically, perform a first-order derivative on the second parking speed curve to obtain the acceleration curve, and obtain the extreme value of the acceleration curve as the maximum acceleration; perform a second-order derivative on the second parking speed curve to obtain the jerk curve, and obtain the maximum absolute value of the jerk curve as the maximum jerk.

[0074] Step S32: Obtain the corresponding first parking time based on the maximum jerk, where the first parking time is an acceleration time constraint.

[0075] Step S33: Obtain the corresponding second parking time based on the maximum acceleration. The second parking time is an acceleration time constraint.

[0076] Step S34: Obtain the corresponding third parking time based on the maximum speed. The third parking time is a speed-time constraint.

[0077] Step S35: Obtain the maximum value among the first parking time, the second parking time, and the third parking time as the parking time.

[0078] For example, the process of obtaining the maximum jerk based on the second parking speed curve and obtaining the corresponding first parking time based on the maximum jerk is as follows: The second derivative of the second parking speed curve is taken to obtain the jerk curve. , is represented as:

[0079]

[0080] Obtain accelerometer curve The absolute maximum value is used as the maximum jerk. , is represented as:

[0081]

[0082] To ensure a smooth and comfortable parking process, the acceleration during parking is constrained, with the first parking time expressed as:

[0083]

[0084] The process of obtaining the maximum acceleration based on the second parking speed curve, and then obtaining the corresponding second parking time based on the maximum acceleration, is as follows: Take the first derivative of the second parking speed curve to obtain the acceleration curve. , is represented as:

[0085]

[0086] Obtain the acceleration curve The extreme value is taken as the maximum acceleration To ensure a smooth and comfortable parking process, the maximum acceleration during parking is... Constraints are imposed, where the second parking time is represented as:

[0087]

[0088] The process of obtaining the maximum speed based on the second parking speed curve and then obtaining the speed-time constraint based on the maximum speed is as follows: The extreme value of the second parking speed curve is obtained as the maximum speed. , is represented as:

[0089]

[0090] To ensure a smooth and comfortable parking process, the maximum parking speed is controlled. Constraints are imposed, where the third parking time is represented as:

[0091]

[0092] Therefore, to ensure overall smoothness and comfort during the parking process, the parking time T needs to simultaneously satisfy the acceleration time constraint, the acceleration time constraint, and the speed time constraint. The maximum value among the first parking time, the second parking time, and the third parking time is taken as the parking time, specifically expressed as follows:

[0093]

[0094] Based on the initial parking speed, offline speed planning can be performed using the first and second parking speed curves. In special scenarios, such as when the vehicle encounters speed bumps, ditches, or when the vehicle's actual speed is too fast or too slow compared to the planned target speed, offline speed planning is converted into real-time online speed planning. The planned target speed obtained from the first parking speed curve and the parking time obtained from the second parking speed curve are used for feedback updates, thereby adjusting the planned target speed in real time. During the online speed planning process, This is the real-time remaining distance. This refers to the actual running time. The initial value is 0, and the planned target speed is output during the continuous feedback update process. Acceleration control parameters and parking time It should be noted that the starting and ending points, positions, speeds, accelerations, and jerk constraints (such as zero speed and zero acceleration) in the first and second parking conditions can be customized to accommodate various parking conditions, such as parallel, perpendicular, and diagonal parking.

[0095] By utilizing fifth-order polynomials for parking position curves, parking speed curves, and parking acceleration curves, the system rigorously ensures the third-order continuity and differentiability of speed, acceleration, and jerk, eliminating the impact during start-stop or reversing processes and significantly improving parking comfort. Simultaneously, based on the first and second parking conditions of the fifth-order polynomials, the system adapts to the high curvature and multi-turn characteristics of parking scenarios, dynamically transforming path curvature constraints into speed boundary conditions. This ensures that the generated speed curve always conforms to the vehicle's dynamic limits, preventing trajectory deviation.

[0096] Step S25: Obtain the planned target speed based on the parking time and the first parking speed curve. Input the parking time T into the first parking speed curve to obtain the planned target speed.

[0097] Please see Figure 4 The parking speed difference between the planned target speed and the parking design speed at the previous moment is obtained; the parking acceleration is obtained based on the parking speed difference and a time coefficient, wherein the time coefficient... This is used to control how quickly the planned target speed from the previous moment approaches the parking design speed.

[0098] In one embodiment of this application, the acceleration and deceleration of the current parking speed are designed based on the parking design speed, the planned target speed, the parking time, and the time coefficient. This allows for dynamic adjustment of the time coefficient according to the actual scenario, ensuring the smoothness of the planned speed while also meeting the parking target speed requirements in different scenarios. Specifically:

[0099]

[0100] in, The speed difference between the design speed and the planned target speed for parking. To accelerate while parking, For time coefficient, Parking time.

[0101] Obtaining the parking acceleration based on the parking speed difference and time coefficient includes: when the parking design speed is greater than the planned target speed at the previous moment, adjusting the time coefficient τ to make the parking acceleration positive, thereby increasing the rate at which the planned target speed approaches the parking design speed; when the parking design speed is less than the planned target speed at the previous moment, adjusting the time coefficient τ to make the parking acceleration negative, thereby decreasing the rate at which the planned target speed approaches the parking design speed.

[0102] When the time coefficient is large, a large acceleration or deceleration is obtained, causing the planned target speed to approach the parking design speed relatively quickly. In this case, the parking experience may not be smooth. When the time coefficient is large, the acceleration or deceleration is relatively small, and the speed increment is small, making the adjustment of the planned target speed smoother and gentler, resulting in a better parking experience for the user.

[0103] In one embodiment of this application, the process of automatically adjusting the parking acceleration based on a time coefficient to update the planned target speed further includes: when the parking design speed is greater than the planned target speed, the parking acceleration is positive to increase the planned target speed; when the parking design speed is less than the planned target speed, the parking acceleration is negative to decrease the planned target speed.

[0104] To provide a high level of passenger comfort while ensuring vehicle safety, the design must consider the target speed. Please refer to [link / reference needed]. Figure 5 The process of obtaining the parking design speed includes: obtaining the remaining parking speed based on the remaining parking distance; obtaining the collision safety speed based on moving obstacle information, ultrasonic radar information, and limited area information; and obtaining the parking design speed based on the remaining parking speed and the collision safety speed. The moving obstacle distance information is the predicted distance between the vehicle and the moving obstacle detected by the vehicle perception system; the ultrasonic radar distance information is the safe distance between the vehicle and surrounding obstacles detected by the ultrasonic radar; and the limited area information is the safe distance between the vehicle and the non-drivable area detected by the vehicle perception system.

[0105] For example, in the process of obtaining the parking design speed based on the remaining parking distance, a remaining distance speed table is consulted using the remaining parking distance to design a speed related to the remaining distance. The design speed decreases as the remaining distance decreases, and when the remaining parking distance is 0, the designed target speed is also 0. The one-dimensional remaining distance speed table is constructed in advance based on the vehicle's maximum driving speed during actual parking, the actual remaining distance, and parking smoothness (i.e., the perceived comfort of passengers). Multiple tests are conducted to obtain the vehicle speed corresponding to different remaining parking distances to construct the remaining distance speed table.

[0106] The collision safety speed is determined based on one or more combinations of information from moving obstacles, ultrasonic radar, and confined space. When multiple combinations are used, the minimum output design speed is selected as the collision safety speed. It should be noted that the parking design speed and planned target speed during parking are between the maximum and minimum design speeds, and the maximum and minimum design speeds can be set according to actual needs; this application does not impose any restrictions on this.

[0107] The automatic parking speed planning method provided in this application will now be described in detail through a specific example. It should be noted that the content of this example is only for explaining and illustrating the automatic parking speed planning method provided in this application, and is not intended to limit the scope of protection of this application in any way. In specific applications, corresponding steps can be added or deleted based on this example according to actual needs. Figure 6 This is a flowchart illustrating the automatic parking speed planning method in this example. Figure 6 As shown, the automatic parking speed planning method in this example includes the following steps S100 to S105.

[0108] Step S100: Obtain the parking design speed.

[0109] Step S101: Construct a parking position curve and process the parking position curve to obtain the planned target speed, wherein the initial planned target speed is 0.

[0110] Step S102: Obtain the first parking speed curve and the second parking speed curve based on the first parking conditions and the second parking conditions.

[0111] Step S103: Obtain the parking time based on the second parking speed curve, and obtain the planned target speed based on the first parking speed curve.

[0112] Step S104: Obtain the planned target speed at the previous moment, the acceleration of the planned target speed at the current moment, the parking time at the current moment, and the remaining distance at the current moment; iteratively update the parking position curve to obtain the planned target speed at the current moment; wherein, the planned target speed at the previous moment is compared with the preset parking design speed to obtain the acceleration value, and the parking time is the predicted total time required for parking at the current moment.

[0113] Step S105: Repeat step S104 to obtain the updated planned target speed in real time and perform parking until parking is completed.

[0114] It should be noted that the labels S100 to S105 are only used to indicate different steps, and not to restrict the execution order of these steps.

[0115] In summary, the automatic parking speed planning method provided in this application utilizes a parking position curve based on a fifth-order polynomial to generate third-order continuously differentiable curves for speed, acceleration, and jerk. By constraining the maximum jerk, maximum acceleration, and maximum speed during the parking process, it eliminates acceleration abrupt changes and jerk jumps during start-stop and direction changes, reducing the impact during parking and improving passenger comfort. Furthermore, it uses remaining distance information, moving obstacle information, ultrasonic radar information, and limited area information to set the parking design speed, thereby adjusting acceleration, jerk, and parking time to improve comfort during parking. The free control of acceleration enhances the system's ability to meet the needs of different scenarios. Simultaneously, the use of real-time online speed planning and speed feedback update control to plan the target speed in real time improves the anti-interference capability and robustness of automatic parking.

[0116] The scope of protection for the automatic parking speed planning method described in this application is not limited to the execution order of the steps listed in this embodiment. Any solution implemented by adding, subtracting, or replacing steps in the prior art based on the principles of this application is included within the scope of protection of this application.

[0117] This application also provides an automatic parking speed planning system, which can implement the automatic parking speed planning method described in this application. However, the implementation device of the automatic parking speed planning method described in this application includes, but is not limited to, the structure of the automatic parking speed planning system listed in this embodiment. All structural modifications and substitutions of the prior art made based on the principles of this application are included within the protection scope of this application.

[0118] Figure 7 The diagram shown is a structural schematic of an automatic parking speed planning system according to an embodiment of this application. Figure 7 As shown, the automatic parking speed planning system 100 includes: a parking model construction module 101, a parking model processing module 102, and a feedback update module 103. The parking model construction module 101 is configured to construct a parking position curve, which is a time-based fifth-order polynomial speed planning function. The parking position curve is processed to obtain a planned target speed, where the initial planned target speed is 0. The parking model processing module 102 is configured to obtain the planned target speed at the previous moment, the acceleration of the planned target speed at the current moment, the parking time at the current moment, and the remaining distance at the current moment. Iterative updates are performed on the parking position curve to obtain the planned target speed at the current moment. The planned target speed at the previous moment is compared with a preset parking design speed to obtain the acceleration value. The parking time is the predicted total time required for parking at the current moment. The feedback update module 103 is configured to repeatedly execute updates, obtaining the updated planned target speed in real time and performing parking until parking is completed.

[0119] It should be noted that, Figure 7 The modules in the automatic parking speed planning system 100 shown are... Figure 2 The steps in the automatic parking speed planning method correspond one-to-one, and will not be elaborated here.

[0120] In the embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, or methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules / units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or units may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of apparatuses or modules or units may be electrical, mechanical, or other forms.

[0121] The modules / units described as separate components may or may not be physically separate. The components shown as modules / units may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules / units can be selected to achieve the objectives of the embodiments of this application, depending on actual needs. For example, the functional modules / units in the various embodiments of this application may be integrated into one processing module, or each module / unit may exist physically separately, or two or more modules / units may be integrated into one module / unit.

[0122] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0123] This application also provides a computer-readable storage medium storing a computer program thereon. When executed by a processor, this computer program implements the automatic parking speed planning method provided in this application. Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing a processor. The program can be stored in a computer-readable storage medium, which is a non-transitory medium, such as random access memory, read-only memory, flash memory, hard disk, solid-state hard disk, magnetic tape, floppy disk, optical disk, and any combination thereof. The above storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital video disc (DVD)), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0124] This application embodiment may also provide an electronic device. Figure 8 The diagram shown is a structural schematic of an electronic device 200 according to an embodiment of this application. Figure 8As shown, in this embodiment, the electronic device 200 includes a memory 201 and a processor 202.

[0125] The memory 201 is used to store computer programs. In some possible implementations, the memory 201 may include various media capable of storing program code, such as ROM, RAM, magnetic disk, USB flash drive, memory card, or optical disk.

[0126] In this embodiment, memory 201 may include a computer system readable medium in the form of volatile memory, such as RAM and / or cache memory. Electronic device 200 may further include other removable / non-removable, volatile / non-volatile computer system storage media. Memory 201 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the embodiments of this application.

[0127] The processor 202 is connected to the memory 201 and is used to execute the computer program stored in the memory 201 so that the electronic device 200 performs an automatic parking speed planning method.

[0128] For example, processor 202 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc. In other embodiments, processor 202 may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0129] In some implementations, the electronic device 200 provided in this application embodiment may further include a display 203. The display 203 is communicatively connected to the memory 201 and the processor 202, and is used to display the relevant graphical user interface (GUI) of the automatic parking speed planning method.

[0130] In this embodiment, the display 203 may include a display screen (display panel). In some implementations, the display panel may be configured using a liquid crystal display (LCD), an organic light-emitting diode (OLED), or other similar forms. Furthermore, the display 203 may also be a touch panel (touchscreen, touch screen), which may include a display screen and a touch-sensitive surface. When the touch-sensitive surface detects a touch operation on or near it, it transmits the information to the processor 22 to determine the type of touch event. Subsequently, the processor 202 provides corresponding visual output on the display device based on the type of touch event.

[0131] The descriptions of the processes or structures corresponding to the above figures each have their own emphasis. For parts of a process or structure that are not described in detail, please refer to the relevant descriptions of other processes or structures.

[0132] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. An automatic parking speed planning method, characterized in that, The automatic parking speed planning method includes: Step 11: Construct a parking position curve, which is a time-based fifth-order polynomial speed planning function. Process the parking position curve to obtain the planned target speed at the current moment, wherein the initial planned target speed is 0; the planned target speed at the current moment is the target vehicle speed used for parking, determined based on the first derivative of the parking position curve; wherein... Processing the parking position curve to obtain the planned target speed at the current moment includes: The parking position curve is obtained by taking the first derivative, and the parking speed curve is obtained by taking the second derivative. The parking speed curve, the parking acceleration curve, and the parking position curve are processed based on the first parking condition to obtain the first parking speed curve. The first parking condition is the parking motion parameter based on the remaining distance at the start and end times. The planned target speed at the current moment is obtained based on the current parking time and the first parking speed curve; Step 12: Obtain the planned target speed from the previous moment, the parking acceleration at the current moment, the parking time at the current moment, and the remaining distance at the current moment; iteratively update the parking position curve to obtain the updated planned target speed at the current moment; wherein, the planned target speed from the previous moment is compared with the preset parking design speed to obtain the parking acceleration at the current moment, and the parking time at the current moment is the predicted total time required from the current parking state to parking completion; wherein, The acquisition of the current parking time includes: The parking speed curve, the parking acceleration curve, and the parking position curve are processed based on the second parking condition to obtain the second parking speed curve. The second parking condition is the parking motion parameter based on the driving distance at the start and end times. The maximum jerk, maximum acceleration, and maximum speed are obtained based on the second parking speed curve. Specifically, the first derivative of the second parking speed curve is used to obtain the acceleration curve, and the extreme value of the acceleration curve is taken as the maximum acceleration. The second derivative of the second parking speed curve is used to obtain the jerk curve, and the maximum absolute value of the jerk curve is taken as the maximum jerk. The first parking time is obtained based on the maximum acceleration; the second parking time is obtained based on the maximum acceleration; and the third parking time is obtained based on the maximum speed. The maximum value among the first parking time, the second parking time, and the third parking time is taken as the parking time at the current moment; Step 13: Repeat step 12, obtain the updated target speed at the current time in real time, and perform parking according to the updated target speed at the current time until parking is completed.

2. The automatic parking speed planning method according to claim 1, characterized in that, The parking acceleration at the current moment is obtained by comparing the planned target speed at the previous moment with the preset parking design speed, including: Obtain the parking speed difference between the planned target speed at the previous moment and the parking design speed; The parking acceleration at the current moment is obtained based on the parking speed difference, the parking time at the current moment, and the time coefficient, wherein the time coefficient is used to control how quickly the planned target speed at the previous moment approaches the parking design speed.

3. The automatic parking speed planning method according to claim 2, characterized in that, The parking acceleration at the current moment is obtained based on the parking speed difference, the current parking time, and the time coefficient, including: When the parking design speed is greater than the planned target speed at the previous moment, the time coefficient τ is adjusted so that the parking acceleration is positive, thereby increasing the rate at which the planned target speed at the previous moment approaches the parking design speed. When the parking design speed is less than the planned target speed at the previous moment, the time coefficient τ is adjusted so that the parking acceleration is negative, thereby reducing how quickly the planned target speed at the previous moment approaches the parking design speed.

4. The automatic parking speed planning method according to claim 1, characterized in that, The process of obtaining the parking design speed includes: Calculate the remaining parking speed based on the remaining parking distance; The collision safety speed is determined based on information about moving obstacles, ultrasonic radar, and limited area. The parking design speed is obtained based on the remaining parking speed and the collision safety speed.

5. An automatic parking speed planning system, characterized in that, The automatic parking speed planning system includes: A parking model construction module is configured to construct a parking position curve, which is a time-based fifth-order polynomial speed planning function. The parking position curve is processed to obtain the planned target speed at the current moment, where the initial planned target speed is 0. The planned target speed at the current moment is the target vehicle speed used to perform parking, determined based on the first derivative of the parking position curve. Processing the parking position curve to obtain the planned target speed at the current moment includes: The parking position curve is obtained by taking the first derivative, and the parking speed curve is obtained by taking the second derivative. The parking speed curve, the parking acceleration curve, and the parking position curve are processed based on the first parking condition to obtain the first parking speed curve. The first parking condition is the parking motion parameter based on the remaining distance at the start and end times. The planned target speed for the current moment is obtained based on the current parking time and the first parking speed curve. The parking model processing module is configured to obtain the planned target speed from the previous moment, the parking acceleration at the current moment, the parking time at the current moment, and the remaining distance at the current moment; iteratively update the parking position curve to obtain the updated planned target speed for the current moment; wherein, the planned target speed from the previous moment is compared with a preset parking design speed to obtain the parking acceleration at the current moment; and the parking time at the current moment is the predicted total time required from the current parking state to parking completion. The acquisition of the current parking time includes: The parking speed curve, the parking acceleration curve, and the parking position curve are processed based on the second parking condition to obtain the second parking speed curve. The second parking condition is the parking motion parameter based on the driving distance at the start and end times. The maximum jerk, maximum acceleration, and maximum speed are obtained based on the second parking speed curve. Specifically, the first derivative of the second parking speed curve is used to obtain the acceleration curve, and the extreme value of the acceleration curve is taken as the maximum acceleration. The second derivative of the second parking speed curve is used to obtain the jerk curve, and the maximum absolute value of the jerk curve is taken as the maximum jerk. The first parking time is obtained based on the maximum acceleration; the second parking time is obtained based on the maximum acceleration; and the third parking time is obtained based on the maximum speed. The maximum value among the first parking time, the second parking time, and the third parking time is obtained as the current parking time; the feedback update module is configured to repeatedly perform updates, obtain the updated current planned target speed in real time, and perform parking according to the updated current planned target speed until parking is completed.

6. An electronic device, characterized in that, The electronic device includes: A memory on which computer programs are stored; A processor, communicatively connected to the memory, is used to execute the computer program to implement the automatic parking speed planning method according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by an electronic device, the program implements the automatic parking speed planning method as described in any one of claims 1 to 4.

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