Automatic parking preloading method based on vehicle infrastructure collaborative prediction and related equipment

Abstract

The invention relates to the technical field of vehicles, in particular to an automatic parking preloading method and related equipment based on cooperative vehicle infrastructure prediction, and the method comprises the steps: constructing a prospective path model to predict a parking scene within a certain range in front of a vehicle; when it is predicted that the vehicle arrives at the parking scene, the navigation module sends a pre-activation trigger signal to the AVH controller, the AVH controller sends a pre-loading instruction to the EMB actuator, the driving motor drives the ball screw mechanism to reduce the brake clearance, and it is ensured that no abnormal friction exists through closed-loop control of the position sensor; meanwhile, a gradient sensor and a vehicle-mounted weighing system are controlled to calculate and cache basic parking force needed for maintaining parking; during activation, the cached basic parking force is called, the required braking force is set to be basic parking force plus safety redundancy, a hierarchical parameter matrix is introduced, and a wheel speed sensor is used for monitoring the sliding trend and triggering additional parking force; according to the invention, the parking stability and safety can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to an automatic parking preloading method and related equipment based on vehicle-road cooperative prediction. Background Technology

[0002] AVH (Automatic Vehicle Hold) is an additional function of ESC (Electronic Stability Control) designed to reduce the workload of the driver when parking. When the vehicle needs to stop temporarily (such as at a traffic light or on a slope), AVH activates after the driver brings the vehicle to a stop using the service brake, allowing the vehicle to remain safely parked. When the driver wants to move the vehicle, pressing the accelerator pedal releases the brakes, allowing the vehicle to start moving again. Throughout this process, the driver does not need to manually operate the parking brake system, including engaging or releasing the handbrake or operating the EPB (Electronic Parking Brake) switch.

[0003] The relevant technologies mainly suffer from the following three problems: ① AVH activation lag: Existing AVH systems are mostly triggered by real-time parking scenarios, lacking forward-looking prediction capabilities, resulting in untimely activation response and inability to prepare for parking in advance, affecting user experience; ② Slow braking response and abnormal friction risk: Traditional AVH systems have a large gap between the brake disc and friction pads at the moment of activation, resulting in a long response time and a lack of precise control over the brake gap, which easily leads to abnormal friction loss; ③ Lagging parking force calculation and complex control: Existing technologies mostly calculate the parking force temporarily at the time of activation, resulting in a delay in force value preparation; at the same time, the braking force control does not combine multi-parameter hierarchical optimization, the control logic is complex, and there is a lack of a rapid force compensation mechanism for vehicle slippage, which poses a risk of parking instability. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide an automatic parking preloading method and related equipment based on vehicle-road cooperative prediction, so as to improve the stability and safety of parking.

[0005] On one hand, embodiments of the present invention provide an automatic parking preloading method based on vehicle-road cooperative prediction, the method comprising the following steps: Obtain road attribute data from high-precision maps, combine it with V2X vehicle-road cooperative signals, and construct a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle. When it is predicted that the vehicle will arrive at the parking scene within a set distance, the navigation module sends a pre-activation trigger signal containing the expected parking duration and the slope of the target parking location to the AVH controller. After receiving the signal, the AVH controller enters the pre-activation state. In the pre-activated state, the AVH controller sends a preload command to the EMB actuator, and the drive motor drives the ball screw mechanism to reduce the braking gap. Closed-loop control through the position sensor ensures no abnormal friction, while controlling the slope sensor and the on-board weighing system to calculate and buffer the basic parking force required to maintain parking. When activated, the cached base parking force is called, the required braking force is set as the base parking force plus safety redundancy, a hierarchical parameter matrix is ​​introduced, and the wheel speed sensor monitors the tendency of the vehicle to slip and triggers additional parking force.

[0006] Optionally, constructing a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle includes: Based on the current vehicle speed, the traffic light's changing time, and the distance to the traffic light, estimate whether the vehicle will stop when it reaches the traffic light; Based on the location of the congestion on the road ahead, estimate the distance the vehicle needs to travel to enter the congested section; When it is predicted that the vehicle will arrive at the parking scene within a set distance based on the driving distance, the parking scene type is determined. The parking scene type includes red light intersections and congestion starting points.

[0007] Optionally, the AVH controller sends a preload command to the EMB actuator, driving the motor to reduce the braking backlash by inducing the ball screw mechanism, including: The AVH controller generates a preload command and sends it to the EMB actuator. After receiving the command, the EMB actuator drives the motor to start running. The motor drives the ball screw mechanism to reduce the gap between the brake pads and the brake disc from the normal value to a preset smaller value, thereby shortening the activation response time. The reduction process is controlled in a closed loop by a position sensor to ensure that there is no abnormal friction between the brake pads and the brake disc.

[0008] Optionally, the closed-loop control via position sensor to ensure no abnormal friction includes: During the braking clearance reduction process, the position sensor monitors the gap between the brake pads and the brake disc in real time and feeds the monitored gap back to the AVH controller. The AVH controller performs closed-loop control of the motor operation based on the feedback gap to ensure that no abnormal friction occurs between the brake pads and the brake disc during the braking clearance reduction process.

[0009] Optionally, the control slope sensor and on-board weighing system calculate and cache the basic parking force required to maintain parking, including: The slope of the road surface is collected in real time using a slope sensor, and the total mass of the vehicle is calculated using an on-board weighing system. The basic parking force required to maintain parking is calculated based on the vehicle's total mass, gravitational acceleration, slope angle, and rolling friction coefficient, and this basic parking force is stored in a temporary buffer area.

[0010] Optionally, the set braking force requirement is based on the parking force plus safety redundancy, including: During the activation phase, the AVH controller retrieves the pre-calculated and stored base parking force from the temporary buffer. The AVH controller adds a safety redundancy value to the base parking force to set the final required braking force.

[0011] Optionally, the introduction of a graded parameter matrix, monitoring the rollback tendency through wheel speed sensors and triggering additional parking force, includes: The gradient, load and operating mode are divided into multiple levels to form a parking force parameter matrix, and a corresponding parking force value is set for each parameter combination in the matrix. During parking, the wheel speed of the vehicle is monitored in real time by wheel speed sensors. When the wheel speed exceeds the set threshold and continues for a certain period of time, it is determined that the vehicle is showing a tendency to roll. At this time, the corresponding parking force value is immediately found from the parking force parameter matrix according to the current parameter combination and added to the basic parking force.

[0012] On the other hand, embodiments of the present invention provide an automatic parking preloading device based on vehicle-road cooperative prediction, comprising: The first module is used to acquire road attribute data from high-precision maps, combine it with V2X vehicle-road cooperative signals, and construct a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle. The second module is used to send a pre-activation trigger signal containing the expected parking time and the slope of the target parking location to the AVH controller when it is predicted that the vehicle will arrive at the parking scene within a set distance. After receiving the signal, the AVH controller enters the pre-activation state. The third module is used in the pre-activated state. The AVH controller sends a preload command to the EMB actuator, which drives the motor to reduce the braking gap by driving the ball screw mechanism. The closed-loop control through the position sensor ensures no abnormal friction. At the same time, it controls the slope sensor and the on-board weighing system to calculate and buffer the basic parking force required to maintain parking. The fourth module is used to call the cached basic parking force when activated, set the required braking force as the basic parking force plus safety redundancy, introduce a hierarchical parameter matrix, and use wheel speed sensors to monitor the tendency of vehicle slippage and trigger additional parking force.

[0013] On the other hand, embodiments of the present invention provide an automatic parking preloading system based on vehicle-road cooperative prediction, comprising: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor performs the method described above.

[0014] On the other hand, embodiments of the present invention provide a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to perform the above-described method.

[0015] The embodiments of this invention include the following beneficial effects: This invention provides an automatic parking preloading method and related equipment based on vehicle-to-everything (AVH) cooperative prediction. By combining high-precision maps with V2X vehicle-to-everything (V2X) cooperative signals, this invention achieves forward-looking prediction of parking scenarios ahead of the vehicle, effectively solving the activation lag problem of existing AVH technology and improving user experience. Simultaneously, by using preloading commands to drive the motor and ball screw mechanism to reduce braking clearance, combined with closed-loop control of position sensors, abnormal friction is ensured during braking, extending the service life of the braking system. Furthermore, this invention pre-calculates and caches the basic parking force required to maintain parking through slope sensors and an onboard weighing system, directly calling upon activation and increasing safety redundancy, significantly shortening the preparation time for parking force. The introduction of a graded parameter matrix and wheel speed sensors to monitor the tendency of vehicle slippage enables precise control and rapid replenishment of parking force, effectively improving parking stability and safety. Attached Figure Description

[0016] Figure 1 This is a flowchart illustrating the steps of an automatic parking preloading method based on vehicle-road cooperative prediction provided in an embodiment of the present invention. Figure 2 This is a structural block diagram of an automatic parking preloading device based on vehicle-road cooperative prediction provided in an embodiment of the present invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0018] It should be noted that although the device diagram shows a modular division and the flowchart illustrates a logical order, in some cases, the steps shown or described may be performed in a different order than the modular division in the device or the order shown in the flowchart. The terms "first," "second," etc., used in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing embodiments of the invention only and is not intended to limit the invention.

[0020] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a full understanding of embodiments of the invention. However, those skilled in the art will recognize that the technical solutions of the invention can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of the invention.

[0021] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0022] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0023] like Figure 1 As shown, Figure 1 An automatic parking preloading method based on vehicle-road cooperative prediction is provided in this embodiment of the invention. The method includes the following steps: S100 acquires road attribute data from high-precision maps, combines it with V2X vehicle-road cooperative signals, and constructs a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle. S200: When it is predicted that the vehicle will arrive at the parking scene within a set distance, the navigation module sends a pre-activation trigger signal containing the expected parking duration and the slope of the target parking location to the AVH controller. After receiving the signal, the AVH controller enters the pre-activation state. In the pre-activated state, the S300 AVH controller sends a preload command to the EMB actuator, which drives the ball screw mechanism to reduce the braking gap. The position sensor closed-loop control ensures no abnormal friction, while controlling the slope sensor and the on-board weighing system to calculate and buffer the basic parking force required to maintain parking. When activated, the S400 calls the cached base parking force, sets the required braking force to the base parking force plus safety redundancy, introduces a hierarchical parameter matrix, and uses wheel speed sensors to monitor the tendency of vehicle slippage and trigger additional parking force.

[0024] In the embodiments provided by the present invention, by accessing the road attribute data of a high-precision map and combining it with V2X vehicle-road cooperative signals, a forward-looking path model is constructed to predict parking scenarios within 100-500 meters ahead of the vehicle. When it is predicted that the vehicle will reach the parking scenario within 300 meters, the navigation module sends a pre-activation trigger signal containing the expected parking duration and the slope of the target parking location to the AVH controller. After receiving the signal, the AVH controller enters the pre-activation state. In the pre-activated state, the AVH controller sends a preload command to the EMB actuator, and the drive motor drives the ball screw mechanism to reduce the braking gap from 0.5mm to 0.1mm. The position sensor closed-loop control ensures no abnormal friction, while controlling the slope sensor and the vehicle weighing system to calculate and buffer the basic parking force. When activated, the cached base parking force is called, and the required braking force is set to the base parking force plus 10% safety redundancy. This is achieved through the current closed-loop control of the EMB actuator. A graded parameter matrix of "slope-load-operation mode" is introduced, and the wheel speed sensor monitors the slippage trend and triggers additional parking force.

[0025] In steps S100 to S400 of this embodiment of the invention, vehicle-road cooperative prediction technology enables advance prediction of parking scenarios, allowing the AVH system to be fully prepared before the vehicle arrives at the parking scenario. This forward-looking pre-loading mechanism not only solves the problem of delayed activation in existing AVH systems but also significantly shortens braking response time, improving parking stability and safety.

[0026] In some embodiments, constructing a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle includes: S110 estimates whether a vehicle will stop when it reaches a traffic light, based on its current speed, the light change time, and the distance to the traffic light. S120, based on the location of congestion on the road ahead, estimates the travel distance for vehicles to enter the congested section; S130, when it is predicted that the vehicle will arrive at the parking scene within a set distance based on the driving distance, the parking scene type is determined, and the parking scene type includes red light intersection and congestion starting point.

[0027] In this embodiment, by integrating multi-dimensional information such as current vehicle speed, traffic light change time, distance to the traffic light, and location of road congestion ahead, the forward-looking path model can accurately estimate the vehicle's parking status upon reaching the traffic light and the travel distance into the congested section. When it is predicted that the vehicle will reach a parking scenario within a set distance, the model further determines the parking scenario type, such as a red light intersection or the start of congestion, thereby providing the AVH controller with an accurate pre-activation trigger signal to ensure that the system can prepare for parking in advance.

[0028] In some embodiments, the AVH controller sends a preload command to the EMB actuator, driving the motor to reduce the braking backlash by inducing the ball screw mechanism, including: The AVH controller generates a preload command and sends it to the EMB actuator. After receiving the command, the EMB actuator drives the motor to start running. The motor drives the ball screw mechanism to reduce the gap between the brake pads and the brake disc from the normal value to a preset smaller value, thereby shortening the activation response time. The reduction process is controlled in a closed loop by a position sensor to ensure that there is no abnormal friction between the brake pads and the brake disc.

[0029] In this embodiment, a precise preload command is generated by the AVH controller and efficiently transmitted to the EMB actuator. Upon receiving the command, the EMB actuator quickly starts the drive motor, which in turn drives the ball screw mechanism to precisely reduce the gap between the brake pads and the brake disc from its normal value to a preset minimum value. This process not only significantly shortens the activation response time but also achieves closed-loop control through real-time feedback from the position sensor, ensuring that the brake pads and brake disc always maintain an ideal state without abnormal friction, thereby improving the reliability and durability of the braking system.

[0030] In some embodiments, the closed-loop control via position sensors to ensure no abnormal friction includes: During the braking clearance reduction process, the position sensor monitors the gap between the brake pads and the brake disc in real time and feeds the monitored gap back to the AVH controller. The AVH controller performs closed-loop control of the motor operation based on the feedback gap to ensure that no abnormal friction occurs between the brake pads and the brake disc during the braking clearance reduction process.

[0031] In this embodiment, the position sensor plays a crucial role in the critical stage of brake gap reduction. It can monitor the change in gap between the brake pads and the brake disc in real time and accurately, and quickly feed this key data back to the AVH controller. Upon receiving the feedback gap data, the AVH controller immediately performs calculations and analysis, and based on the analysis results, implements precise closed-loop control of the motor operation. This closed-loop control mechanism ensures that the brake pads and brake disc maintain an appropriate distance during the brake gap reduction process, preventing both excessively large gaps that lead to sluggish braking response and excessively small gaps that cause abnormal friction, thereby effectively guaranteeing the stability and safety of the braking system.

[0032] In some embodiments, the control of the slope sensor and the on-board weighing system to calculate and cache the basic parking force required to maintain parking includes: S310 uses a slope sensor to collect road slope in real time and uses an on-board weighing system to calculate the total mass of the vehicle. S320 calculates the basic parking force required to maintain parking based on the vehicle's total mass, gravitational acceleration, slope angle, and rolling friction coefficient, and stores this basic parking force in a temporary buffer area.

[0033] In this embodiment, the road slope is collected in real time and accurately using a slope sensor, while the total mass of the vehicle is accurately calculated using an on-board weighing system. Then, based on a series of key parameters such as the vehicle's total mass, gravitational acceleration, slope angle, and rolling friction coefficient, a scientifically sound algorithm is used to accurately calculate the basic parking force required to maintain the vehicle's position. Finally, this calculated basic parking force is safely and reliably stored in a temporary cache for quick and accurate retrieval upon subsequent activation, providing strong support for stable vehicle parking.

[0034] In some embodiments, the set braking force is based on the parking force plus safety redundancy, including: During the activation phase, the AVH controller retrieves the pre-calculated and stored base parking force from the temporary buffer. The AVH controller adds a safety redundancy value to the base parking force to set the final required braking force.

[0035] In this embodiment, the AVH controller demonstrates its precise control capabilities during the crucial activation phase. It first rapidly and accurately retrieves the pre-calculated and properly stored baseline parking force from the temporary buffer; this baseline parking force is key data for ensuring stable vehicle parking. Subsequently, the AVH controller does not directly use this baseline parking force, but carefully adds a meticulously calculated safety redundancy value. This safety redundancy is designed to address various uncertainties that may arise during actual parking, such as minor changes in road surface or slight adjustments in vehicle load, thereby ensuring that the final set braking force is neither too large nor too small, perfectly adapting to actual parking needs and providing a solid guarantee for stable vehicle parking.

[0036] In some embodiments, the introduction of a graded parameter matrix, monitoring the rollback tendency through wheel speed sensors and triggering additional parking force includes: S410 divides the gradient, load and operating mode into multiple levels to form a parking force parameter matrix, and sets a corresponding parking force value for each parameter combination in the matrix. S420 monitors the vehicle's wheel speed in real time during parking using wheel speed sensors. When the wheel speed exceeds a set threshold and persists for a certain period of time, it determines that the vehicle is showing signs of rolling. At this point, it immediately searches for the corresponding parking force value in the parking force parameter matrix based on the current parameter combination and adds the parking force value to the base parking force.

[0037] In this embodiment, a comprehensive and scientific parking force parameter matrix is ​​constructed by finely classifying multiple key parameters such as slope, load, and operating mode. A corresponding parking force value is precisely assigned to each unique parameter combination in the matrix, ensuring that the most suitable braking force can be found under different working conditions. During parking, wheel speed sensors monitor the vehicle's wheel speed changes in real time. Once the wheel speed exceeds a set threshold and persists for a certain period, the system immediately determines that the vehicle is showing signs of rolling. At this time, the system quickly searches for the corresponding additional parking force value in the parking force parameter matrix based on the current parameter combination and decisively triggers the additional parking force operation, effectively preventing the vehicle from rolling and ensuring the safety and stability of the parking process.

[0038] The following is a general description of the working process of an automatic parking preloading method based on vehicle-road cooperative prediction provided by the present invention.

[0039] I. AVH activation judgment logic.

[0040] By accessing high-precision map road attribute data (including traffic light locations, stop line coordinates, and slope change curves) and combining it with V2X vehicle-road cooperative signals (such as red light countdowns and intersection right-of-way information), a 100-500 meter forward-looking path model is constructed to predict parking scenarios within 100-500 meters ahead of the vehicle (i.e., potential parking scenarios within 100-500 meters ahead). Specifically, based on the current vehicle speed, the traffic light change time, and the distance to the traffic light, the model estimates whether the vehicle will stop when it reaches the traffic light. Based on the location of congestion on the road ahead, the model estimates the distance the vehicle will need to travel to enter a congested section. When it is predicted that the vehicle will reach a parking scenario (such as a red light intersection or the start of congestion) within 300 meters, the navigation module sends a "pre-activation trigger signal" to the AVH controller. The pre-activation trigger signal includes parameters such as the estimated parking duration (e.g., 8 seconds remaining on the red light) and the slope of the target parking location. Upon receiving the pre-activation trigger signal, the AVH enters a pre-activation state.

[0041] II. Pre-activation state preparation mechanism.

[0042] When AVH enters the pre-activation state, the AVH controller sends a pre-load command to the EMB (Electromechanical Brake) actuator. The drive motor drives the ball screw mechanism, reducing the gap between the brake pads and the brake disc from the normal 0.5mm to 0.1mm. No parking force is generated at this time, but the subsequent activation response time is shortened from 150ms to less than 50ms. The pre-load process is controlled in a closed loop by a position sensor (accuracy 0.01mm) to ensure no abnormal friction between the brake pads and the brake disc. Simultaneously, a slope sensor (accuracy ±0.1°) collects the road slope in real time, and the onboard weighing system (calculating the load through suspension displacement sensors, error <5%) calculates the basic parking force required to maintain parking (formula: F=mg(sinθ+μcosθ), where m is the total mass of the vehicle, g is the gravitational acceleration, θ is the slope angle, and μ is the rolling friction coefficient). This basic parking force is stored in a temporary buffer and directly retrieved upon activation.

[0043] III. Logic for determining braking force.

[0044] Based on the aforementioned basic parking force, the required braking force is set as "minimum force to maintain parking (stored value in the temporary buffer) + 10% safety redundancy". The required braking force is achieved through the current closed-loop control of the EMB actuator (current and force value are linearly correlated, with an accuracy of ±20N).

[0045] To reduce control complexity, the gradient can be divided into three levels (0-8%, 8%-15%, and above 15%). Simultaneously, multiple parameters such as load and operating mode can be divided into multiple levels, forming a parking force parameter matrix. Each parameter combination in the matrix is ​​assigned a parking force value. Furthermore, wheel speed sensors can monitor for any tendency to slip (wheel speed > 0.5 km / h for 20 ms). If triggered, an additional 20% parking force is immediately applied, with a response time of < 30 ms.

[0046] In the embodiments provided by this invention, a 100-500 meter forward-looking path model is constructed by accessing high-precision map road attribute data (including traffic light locations, stop line coordinates, and slope change curves) and combining it with V2X vehicle-road cooperative signals (such as red light countdown and intersection right-of-way information) to predict parking scenarios within 100-500 meters ahead of the vehicle (i.e., possible parking scenarios within 100-500 meters ahead). Specifically, based on the current vehicle speed, the traffic light change time, and the distance to the traffic light, it is estimated whether the vehicle will stop when it reaches the traffic light. Based on the congestion location of the road ahead, it is estimated how far the vehicle will travel to enter the congested section. When it is predicted that the vehicle will reach a parking scenario (such as a red light intersection or the start of congestion) within 300 meters, the navigation module sends a "pre-activation trigger signal" to the AVH controller. The pre-activation trigger signal includes parameters such as the expected parking duration (e.g., 8 seconds remaining on the red light) and the slope of the target parking location. Upon receiving the pre-activation trigger signal, the AVH enters a pre-activation state.

[0047] When AVH enters the pre-activation state, the AVH controller sends a pre-load command to the EMB (Electromechanical Brake) actuator. The drive motor drives the ball screw mechanism, reducing the gap between the brake pads and the brake disc from the normal 0.5mm to 0.1mm. No parking force is generated at this time, but the subsequent activation response time is shortened from 150ms to less than 50ms. The pre-load process is controlled in a closed loop by a position sensor (accuracy 0.01mm) to ensure no abnormal friction between the brake pads and the brake disc. Simultaneously, a slope sensor (accuracy ±0.1°) collects the road slope in real time, and the onboard weighing system (calculating the load through suspension displacement sensors, error <5%) calculates the basic parking force required to maintain parking (formula: F=mg(sinθ+μcosθ), where m is the total mass of the vehicle, g is the gravitational acceleration, θ is the slope angle, and μ is the rolling friction coefficient). This basic parking force is stored in a temporary buffer and directly retrieved upon activation.

[0048] Based on the aforementioned basic parking force, the required braking force is set as "minimum force to maintain parking (stored value in the temporary buffer) + 10% safety redundancy". The required braking force is achieved through the current closed-loop control of the EMB actuator (current and force value are linearly correlated, with an accuracy of ±20N).

[0049] To reduce the difficulty of control, the slope can be divided into three levels (0-8%, 8%-15%, and above 15%). At the same time, multiple parameters such as load and operating mode can be divided into multiple levels to form a parking force parameter matrix. A parking force value is set for each parameter combination in the parking force parameter matrix.

[0050] Furthermore, it can also monitor for a tendency to roll backwards using wheel speed sensors (wheel speed > 0.5 km / h and lasting for 20 ms). If triggered, it will immediately add 20% parking force with a force supplement response time of < 30 ms.

[0051] Compared with related technologies, the present invention has the following advantages: Achieve AVH forward pre-activation and improve response timeliness: Build a 100-500 meter forward path model using high-precision maps and V2X to predict parking scenarios 300 meters in advance and trigger AVH pre-activation, allowing sufficient time for parking preparation.

[0052] Shorten braking response time and avoid abnormal friction: In the pre-activated state, the braking gap is reduced from 0.5mm to 0.1mm, and the response time is shortened from 150ms to less than 50ms; combined with closed-loop control of a position sensor with an accuracy of 0.01mm, it ensures no abnormal friction and balances response speed and component life.

[0053] Precise and efficient control of parking force to ensure parking stability: The basic parking force is calculated and cached in advance by using slope sensors and on-board weighing system, and directly called upon activation to avoid lag in force value calculation; Introducing a 10% safety redundancy, combined with a graded parameter matrix of "slope-load-operation mode", reduces control difficulty while improving braking accuracy; wheel speed sensors monitor the tendency of vehicle slippage, effectively avoiding the risk of slippage and improving parking safety.

[0054] refer to Figure 2 This invention also provides an automatic parking preloading device based on vehicle-road cooperative prediction, comprising: The first module is used to acquire road attribute data from high-precision maps, combine it with V2X vehicle-road cooperative signals, and construct a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle. The second module is used to send a pre-activation trigger signal containing the expected parking time and the slope of the target parking location to the AVH controller when it is predicted that the vehicle will arrive at the parking scene within a set distance. After receiving the signal, the AVH controller enters the pre-activation state. The third module is used in the pre-activated state. The AVH controller sends a preload command to the EMB actuator, which drives the motor to reduce the braking gap by driving the ball screw mechanism. The closed-loop control through the position sensor ensures no abnormal friction. At the same time, it controls the slope sensor and the on-board weighing system to calculate and buffer the basic parking force required to maintain parking. The fourth module is used to call the cached basic parking force when activated, set the required braking force as the basic parking force plus safety redundancy, introduce a hierarchical parameter matrix, and use wheel speed sensors to monitor the tendency of vehicle slippage and trigger additional parking force.

[0055] The content of the above method embodiments is applicable to the device embodiments. The specific functions implemented by the device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0056] This invention also provides an automatic parking preloading system based on vehicle-road cooperative prediction, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the method described in the above embodiments.

[0057] Taking the example of a processor and memory in a vehicle controller being connected via a bus, the memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network.

[0058] The non-transitory software program and instructions required to implement the methods of the above embodiments are stored in memory and executed by the processor to perform the methods of the above embodiments.

[0059] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0060] This invention also provides a vehicle, including the vehicle control device described in the above embodiments.

[0061] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0062] Since the vehicle applies all the technical solutions of the above-mentioned control device or vehicle controller, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0063] Furthermore, one embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions for performing the above-described method.

[0064] It is worth noting that, since the computer-readable storage medium of the present invention is capable of executing the methods of any of the above embodiments, the specific implementation methods and technical effects of the computer-readable storage medium of the present invention can be referred to the specific implementation methods and technical effects of the methods of any of the above embodiments.

[0065] Furthermore, one embodiment of the present invention provides a computer program product, including a computer program or computer instructions, the computer program or computer instructions being stored in a computer-readable storage medium, a processor of a computer device reading the computer program or computer instructions from the computer-readable storage medium, and the processor executing the computer program or computer instructions to cause the computer device to perform the above-described method.

[0066] It is worth noting that, since the computer program product of the present invention can execute the methods of any of the above embodiments, the specific implementation methods and technical effects of the computer program product of the present invention can be referred to the specific implementation methods and technical effects of the methods of any of the above embodiments.

[0067] It will be understood by those skilled in the art that all or some of the steps and systems in the methods disclosed above can be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, as is known to those skilled in the art, communication media typically include computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0068] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

Claims

1. An automatic parking preloading method based on vehicle-road cooperative prediction, characterized in that, The method includes the following steps: Obtain road attribute data from high-precision maps, combine it with V2X vehicle-road cooperative signals, and construct a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle. When it is predicted that the vehicle will arrive at the parking scene within a set distance, the navigation module sends a pre-activation trigger signal containing the expected parking duration and the slope of the target parking location to the AVH controller. After receiving the signal, the AVH controller enters the pre-activation state. In the pre-activated state, the AVH controller sends a preload command to the EMB actuator, and the drive motor drives the ball screw mechanism to reduce the braking gap. Closed-loop control through the position sensor ensures no abnormal friction, while controlling the slope sensor and the on-board weighing system to calculate and buffer the basic parking force required to maintain parking. When activated, the cached base parking force is called, the required braking force is set as the base parking force plus safety redundancy, a hierarchical parameter matrix is ​​introduced, and the wheel speed sensor monitors the tendency of the vehicle to slip and triggers additional parking force.

2. The method according to claim 1, characterized in that, The construction of a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle includes: Based on the current vehicle speed, the traffic light's changing time, and the distance to the traffic light, estimate whether the vehicle will stop when it reaches the traffic light; Based on the location of the congestion on the road ahead, estimate the distance the vehicle needs to travel to enter the congested section; When it is predicted that the vehicle will arrive at the parking scene within a set distance based on the driving distance, the parking scene type is determined. The parking scene type includes red light intersections and congestion starting points.

3. The method according to claim 1, characterized in that, The AVH controller sends a preload command to the EMB actuator, and the drive motor drives the ball screw mechanism to reduce the braking clearance, including: The AVH controller generates a preload command and sends it to the EMB actuator. After receiving the command, the EMB actuator drives the motor to start running. The motor drives the ball screw mechanism to reduce the gap between the brake pads and the brake disc from the normal value to a preset smaller value, thereby shortening the activation response time. The reduction process is controlled in a closed loop by a position sensor to ensure that there is no abnormal friction between the brake pads and the brake disc.

4. The method according to claim 1, characterized in that, The closed-loop control via position sensor to ensure no abnormal friction includes: During the braking clearance reduction process, the position sensor monitors the gap between the brake pads and the brake disc in real time and feeds the monitored gap back to the AVH controller. The AVH controller performs closed-loop control of the motor operation based on the feedback gap to ensure that no abnormal friction occurs between the brake pads and the brake disc during the braking clearance reduction process.

5. The method according to claim 1, characterized in that, The control slope sensor and on-board weighing system calculate and cache the basic parking force required to maintain parking, including: The slope of the road surface is collected in real time using a slope sensor, and the total mass of the vehicle is calculated using an on-board weighing system. The basic parking force required to maintain parking is calculated based on the vehicle's total mass, gravitational acceleration, slope angle, and rolling friction coefficient, and this basic parking force is stored in a temporary buffer area.

6. The method according to claim 1, characterized in that, The set braking force requirement is based on the parking force plus safety redundancy, including: During the activation phase, the AVH controller retrieves the pre-calculated and stored base parking force from the temporary buffer. The AVH controller adds a safety redundancy value to the base parking force to set the final required braking force.

7. The method according to claim 1, characterized in that, The introduction of a graded parameter matrix, which uses wheel speed sensors to monitor the tendency of vehicle slippage and trigger additional parking force, includes: The gradient, load and operating mode are divided into multiple levels to form a parking force parameter matrix, and a corresponding parking force value is set for each parameter combination in the matrix. During parking, the wheel speed of the vehicle is monitored in real time by wheel speed sensors. When the wheel speed exceeds the set threshold and continues for a certain period of time, it is determined that the vehicle is showing a tendency to roll. At this time, the corresponding parking force value is immediately found from the parking force parameter matrix according to the current parameter combination and added to the basic parking force.

8. An automatic parking preloading device based on vehicle-road cooperative prediction, characterized in that, The device includes: The first module is used to acquire road attribute data from high-precision maps, combine it with V2X vehicle-road cooperative signals, and construct a forward-looking path model to predict parking scenarios within a certain range ahead of the vehicle. The second module is used to send a pre-activation trigger signal containing the expected parking time and the slope of the target parking location to the AVH controller when it is predicted that the vehicle will arrive at the parking scene within a set distance. After receiving the signal, the AVH controller enters the pre-activation state. The third module is used in the pre-activated state. The AVH controller sends a preload command to the EMB actuator, which drives the motor to reduce the braking gap by driving the ball screw mechanism. The closed-loop control through the position sensor ensures no abnormal friction. At the same time, it controls the slope sensor and the on-board weighing system to calculate and buffer the basic parking force required to maintain parking. The fourth module is used to call the cached basic parking force when activated, set the required braking force as the basic parking force plus safety redundancy, introduce a hierarchical parameter matrix, and use wheel speed sensors to monitor the tendency of vehicle slippage and trigger additional parking force.

9. An automatic parking preloading system based on vehicle-road cooperative prediction, characterized in that, It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the method of any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 7.

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