Parking processing method and device, electronic equipment and vehicle

Abstract

The invention provides a parking processing method, electronic equipment and a vehicle, and aims at solving the problem of pause in the automatic parking process. The method comprises the steps that in the automatic parking process of a vehicle, the remaining distance is obtained, and the remaining distance is the remaining driving distance between the current position of the vehicle and the parking target position; and when the remaining distance is within the first distance range, the deceleration of the vehicle is controlled to be increased along with the increase of the remaining distance and to be decreased along with the decrease of the remaining distance.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of parking, and in particular, to a parking processing method, an electronic device and a vehicle. BACKGROUND

[0002] In the automatic parking process of a vehicle, most solutions use fixed deceleration for start driving and terminal braking. According to the above design method, the start is basically performed with maximum acceleration, and in the parking process, the terminal brake may be needed under a short path before the expected speed is reached, which may cause a serious jerk problem. SUMMARY

[0003] Embodiments of the present application provide a parking processing method, an electronic device and a vehicle, aiming to improve the jerk problem in the automatic parking process.

[0004] In a first aspect, a parking processing method is provided, comprising: In the automatic parking process of a vehicle, a remaining distance is obtained, wherein the remaining distance is a remaining driving distance between a current position of the vehicle and a parking target position; When the remaining distance is in a first distance range, a deceleration of the vehicle is controlled to increase as the remaining distance increases and to decrease as the remaining distance decreases.

[0005] In this solution, the remaining distance is used to determine the path length, and the adaptive deceleration method is used under the condition of path length. Through the dynamic correlation between the deceleration and the remaining distance, the deceleration process is deeply adapted to the remaining distance, the deceleration of the vehicle is controlled to increase as the remaining distance increases and to decrease as the remaining distance decreases, the jerk problem under the short path is improved, the problems of sudden rush and sudden brake are improved, and the parking smoothness is improved.

[0006] In an embodiment, the control of the deceleration of the vehicle to increase as the remaining distance increases and to decrease as the remaining distance decreases comprises: According to a non-linear change mode, the deceleration of the vehicle is controlled to dynamically change between a preset maximum deceleration and a minimum deceleration, to increase as the remaining distance increases and to decrease as the remaining distance decreases.

[0007] In this embodiment, through the adjustment of the second exponential adjustment parameter, the deceleration can change between the preset maximum deceleration and the minimum deceleration, and accurately fit the law that the deceleration increases as the remaining distance increases and decreases as the remaining distance decreases.

[0008] In an embodiment, the deceleration of the vehicle is controlled to dynamically change between a preset maximum deceleration and a preset minimum deceleration in a non-linear manner, and the deceleration increases as the remaining distance increases and decreases as the remaining distance decreases, including: The adaptive adjustment is performed according to the following formula: The deceleration is The second exponential adjustment parameter is The remaining distance is The maximum deceleration and the minimum deceleration are The natural base is

[0009] In this embodiment, the deceleration is gradually controlled according to the size of the remaining distance by using the exponential property. When the remaining distance is small, the deceleration will be more biased towards the minimum deceleration , and vice versa, which will be biased towards the maximum deceleration , so that the adjustment is more smooth, realizing a non-linear smooth transition, and solving the problem of easy mutation or speed overshoot in the traditional fixed speed mode.

[0010] In an embodiment, during the automatic parking process of the vehicle, when the remaining distance is in a first distance range, the method further includes: determining a parking planning speed of the vehicle based on the remaining distance and the deceleration; adjusting the actual parking speed of the vehicle to approach the parking planning speed of the corresponding stage in a non-linear manner when the vehicle is in the starting stage or the terminal stage of automatic parking.

[0011] In this embodiment, when the remaining distance is in the first distance range, the deceleration increases as the remaining distance increases and decreases as the remaining distance decreases; secondly, the parking planning speed is further determined by combining the remaining distance and the deceleration. The parking planning speed is an ideal speed that needs to be approached during the automatic parking process of the vehicle, and its function is to provide a reference for the adjustment of the actual parking speed. According to the length of the remaining distance, the parking planning speed can further effectively solve the problem of too fast starting speed, and make the end brake too heavy. Secondly, in the starting and terminal stages, the actual parking speed is further controlled by the first exponential adjustment parameter, and the adjustment of the actual parking speed is more smooth by using the exponential approach, solving the short path starting and terminal parking feeling pain and improving the starting and terminal feeling.

[0012] In an embodiment, the determination of the parking planning speed of the vehicle based on the remaining distance and the deceleration includes: The parking planning speed of the vehicle is determined according to the following formula:​ a parking planning speed, a preset maximum acceleration, a deceleration, a remaining distance, a pre-planned maximum speed.

[0013] In this embodiment, the parking planning speed is designed by using the remaining distance and the preset maximum acceleration, which not only avoids too fast start speed and too heavy end brake, but also ensures that the speed during the whole parking process does not exceed the safety threshold.

[0014] In an embodiment, the method further comprises: when the vehicle is in the start stage of automatic parking, and the remaining distance is in the second distance range, the parking planning speed of the vehicle is the initial speed of the start stage; when the vehicle is in the middle stage of automatic parking, and the remaining distance is in the second distance range, the parking planning speed of the vehicle is the preset maximum speed; when the vehicle is in the end stage of automatic parking, and the remaining distance is in the second distance range, the parking planning speed of the vehicle is the expected speed of the end stage.

[0015] In this embodiment, for the long path scenario, the smoothness and efficiency problem existing in the traditional scheme is completely solved by setting the speed in stages.

[0016] In the start stage, unlike the short path scenario, for the long path scenario, the problem of sudden acceleration and sudden stop does not need to be considered (only for the short path scenario, the brake is needed just after starting, and the fixed acceleration and deceleration will cause sudden acceleration and sudden stop), so there is no need for adaptive control of the deceleration, the parking planning speed is the initial speed of the start stage, the redundant calculation and processing is reduced, and the initial speed of the start stage is set according to the requirements.

[0017] In the middle section of the long path scenario, the parking planning speed of the vehicle is the preset maximum speed. That is, the maximum speed after starting is used as the planning speed to ensure the parking efficiency in this case.

[0018] In the end stage of the long path scenario, the same method as the start stage of the long path needs to be used, the difference is that the parking planning speed of the start stage is equal to the initial speed, while the parking planning speed of the end stage is the expected speed set, the initial expected value is equal to zero or close to zero, and the expected speed of the end stage of the long path scenario is smaller (zero), which provides a suitable transition target for the actual parking speed, ensures smooth deceleration, sufficient braking distance, and guarantees the requirement of precise parking.

[0019] In an embodiment, when the vehicle is in the initial stage or the terminal stage of automatic parking, and the remaining distance is in the second distance range, the method further comprises: adjusting the parking actual speed of the vehicle to approach the parking planning speed of the corresponding stage in a non-linear manner.

[0020] In an embodiment, the adjusting the parking actual speed of the vehicle to approach the parking planning speed of the corresponding stage in a non-linear manner comprises: adjusting the parking actual speed of the vehicle according to the following formula: is a first exponential adjustment parameter, is the parking planning speed of the corresponding stage, is the parking actual speed at the previous time, , is a natural base, is the count value of the counter in the control period.

[0021] In this embodiment, the control period counter count value is a count variable that increases by one in each control period. The core function is to dynamically adjust the decay rate of the exponential term by cooperating with the first exponential adjustment parameter . The greater the value, the closer the exponential term is to zero, and the closer the parking actual speed is to the parking planning speed. When the speed error between the parking actual speed and the parking planning speed at the previous time is large and the count is small, the parking actual speed will add the part of the exponential approach to quickly reach the parking planning speed. When the speed error is small and the count gradually increases, the parking actual speed will gradually reduce the increase rate and slowly approach the parking planning speed, achieving the balance between efficiency and smoothness.

[0022] In an embodiment, after obtaining the parking actual speed, the method further comprises: performing constraint control on the parking actual speed as follows: the unit change rate is not higher than a preset upper limit and not lower than a preset lower limit.

[0023] In this embodiment, in long path or short path scenarios, the unit change rate is constrained to ensure that the increment does not exceed the given preset upper limit and the preset lower limit , which improves the speed mutation in the control period and ensures smooth speed.

[0024] In a second aspect, a parking processing device is provided, comprising: acquire a remaining distance in a process of automatic parking of a vehicle, wherein the remaining distance is a remaining driving distance between a current position of the vehicle and a target parking position; control a deceleration of the vehicle to increase with an increase of the remaining distance and decrease with a decrease of the remaining distance when the remaining distance is in a first distance range.

[0025] In a third aspect, an electronic device is provided, comprising a processor and a memory, wherein: the memory is configured to store a computer program; the processor is configured to execute the program stored in the memory to implement the method.

[0026] In a fourth aspect, a vehicle is provided, comprising the apparatus or the electronic device.

[0027] In a fifth aspect, a computer readable storage medium is provided, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the method according to any one of the preceding aspects. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a flowchart of a parking processing method according to an embodiment of the present application; Figure 2 is a comparison diagram of the parking processing method and an actual speed under a normal linear speed constraint according to an embodiment of the present application; Figure 3 is another flowchart of a parking processing method according to an embodiment of the present application; Figure 4 is a structural diagram of a parking processing apparatus according to an embodiment of the present application; Figure 5 is a structural diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0029] In order to make the technical problems, technical solutions and beneficial effects of the present application clearer, the present application will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0030] Automatic parking belongs to a subfield of intelligent driving functions. In known technologies, a driver can freely select a parking space near a vehicle itself sensor, and automatically plan a path and control the vehicle to turn and accelerate or decelerate, to realize the function of automatic parking in and out. When the function is triggered, the vehicle can detect nearby obstacles in real time during parking, to ensure the safety of the vehicle during parking.

[0031] In the field of automatic parking speed planning, in the process of automatic parking of a vehicle, a fixed deceleration is mostly used for starting driving and terminal braking. According to the above design method, the maximum acceleration is mostly used for starting, but in a short path, the terminal brake may be needed before the expected speed is reached, which may cause a serious jerk at this time. Therefore, it is unreasonable to only use the maximum acceleration for linear expected speed design.

[0032] Embodiments of the present application provide a parking processing method. In the process of automatic parking of a vehicle, a remaining distance is obtained, wherein the remaining distance is a remaining driving distance between a current position of the vehicle and a parking target position. When the remaining distance is in a first distance range, that is, in a short path scenario, a deceleration of the vehicle is controlled to increase with an increase of the remaining distance and to decrease with a decrease of the remaining distance.

[0033] In this embodiment, the remaining distance is used for path length determination. In the case of path length, the adaptive deceleration method is used in the short path. Through the dynamic correlation of the deceleration and the remaining distance, the deceleration process is deeply adapted to the remaining distance. The deceleration of the vehicle is controlled to increase with an increase of the remaining distance and to decrease with a decrease of the remaining distance. The jerk problem in the short path is improved. The sudden braking problem is improved. The parking smoothness is improved.

[0034] Embodiment one Embodiments of the present application provide a parking processing method. Please refer to Figure 1 , which comprises the following steps: S11A: In the process of automatic parking of a vehicle, a remaining distance is obtained, wherein the remaining distance is a remaining driving distance between a current position of the vehicle and a parking target position. S12A: When the remaining distance is in a first distance range, a deceleration of the vehicle is controlled to increase with an increase of the remaining distance and to decrease with a decrease of the remaining distance.

[0035] In this embodiment, the process of automatic parking of a vehicle refers to the process of planning a driving path and finally completing parking in or parking out after the vehicle recognizes a parking space. This embodiment focuses on the processing of dynamically adjusting the deceleration in the parking process. The remaining distance is the remaining driving distance between the current position of the vehicle and the parking target position. Exemplarily, the parking target position can be a preset stop reference point in the parking space. Exemplarily, the remaining distance can be calculated by accumulating the remaining waypoints. In the embodiments of the present application, the obtained remaining distance is regarded as a known input, and no more details are given.

[0036] In the embodiments of the present application, the first distance range and the second distance range are also set, the first distance range represents one of the distance path lengths in the embodiments of the present application, and corresponds to the short path scenario when located in the first distance range; the second distance range represents the other distance path length in the embodiments of the present application, and corresponds to the long path scenario when located in the second distance range. The deceleration It is worth noting that the setting of the first distance range and the second distance range, that is, the judgment standard of the length of the remaining distance of the short path and the long path, can be adjusted according to actual conditions, such as vehicle type, calibration conditions, or empirical values, and the specific embodiments of the present application are not limited.

[0037] In this embodiment, after starting the automatic parking function, the vehicle needs to slowly drive along the planned path from the current position to the parking space and stop, and after the vehicle enters the automatic parking mode, the remaining distance is obtained in real time, and the deceleration is dynamically adjusted according to the remaining distance. When it is determined that the remaining distance is located in the first distance range, that is, when it is determined that the vehicle is in the short path scenario, the deceleration of the vehicle will be increased with the increase of the remaining distance and decreased with the decrease of the remaining distance.

[0038] It can be seen that the embodiments of the present application provide a parking processing method, in which when it is determined that the vehicle is in the short path scenario during the automatic parking process, the deceleration of the vehicle will be increased with the increase of the remaining distance and decreased with the decrease of the remaining distance. The embodiments of the present application use the adaptive deceleration method considering the length of the path, dynamically associate the deceleration with the remaining distance, adapt the deceleration process to the depth of the remaining distance, improve the jerk problem under the short path, improve the sudden braking problem, and improve the smoothness of the parking feeling.

[0039] In an embodiment, during the automatic parking process of the vehicle, the parking stage of the vehicle can be determined based on the vehicle state. In this embodiment, the start-up stage, the intermediate stage and the end stage can be divided, and the specific determination method of the start-up stage, the intermediate stage and the end stage can be determined based on the vehicle state, and the specific determination method is not limited in the embodiments of the present application. In this embodiment, during the automatic parking process of the vehicle, when the vehicle is in the start-up stage, the intermediate stage or the end stage, and the remaining distance is located in the first distance range, the deceleration of the vehicle will be increased with the increase of the remaining distance and decreased with the decrease of the remaining distance.

[0040] In this embodiment, the deceleration can be adaptively controlled by the remaining distance in the short path scenario of the start-up stage, the intermediate stage or the end stage, to ensure the smoothness of the start-up, the intermediate process and the braking process. In particular, the start-up jerk and the end braking can be solved by using the traditional fixed acceleration and deceleration.

[0041] In an embodiment, the control of the deceleration of the vehicle increases as the remaining distance increases and decreases as the remaining distance decreases, comprising: controlling the deceleration of the vehicle to dynamically change between a preset maximum deceleration and a preset minimum deceleration in a non-linear change mode, increasing as the remaining distance increases and decreasing as the remaining distance decreases.

[0042] In this embodiment, the non-linear change mode controls the deceleration of the vehicle to dynamically change between a preset maximum deceleration and a preset minimum deceleration, ensuring that when the remaining distance changes, the change of the deceleration is controlled in a non-linear approach, so that in a short path scenario, the change of the adaptive deceleration needs to approach the remaining distance.

[0043] maximum deceleration , which is the upper limit of the deceleration in the adaptive control process, can ensure the deceleration efficiency at the initial stage (when the remaining distance is large), and improve the problem of long parking time without causing initial jerk due to excessive deceleration. minimum deceleration : which is the lower limit of the deceleration in the adaptive control process, can ensure that the deceleration is at a very low level when the vehicle approaches the target position (when the remaining distance is small), and improve the problem of emergency braking.

[0044] In this embodiment, through non-linear approach adjustment, the deceleration can accurately fit the law that the deceleration increases as the remaining distance increases and decreases as the remaining distance decreases between the preset maximum deceleration and the preset minimum deceleration .

[0045] It can be seen that in this embodiment, by introducing a non-linear smooth adjustment mode, the change trend sensitivity of the deceleration to the remaining distance is improved, the sudden change or response lag of the deceleration is improved, the change of the deceleration highly matches the change of the remaining distance , effectively avoids overshoot, and effectively solves the problem of jerk in a short path. The preset maximum deceleration can ensure the deceleration efficiency at the beginning (large distance), and improve the problem of long parking time; the preset minimum deceleration can limit the lower limit of the deceleration, ensure the smoothness at the end (small distance), and be beneficial to the balance between smoothness and parking action time.

[0046] In an embodiment, the control of the deceleration of the vehicle to dynamically change between a preset maximum deceleration and a preset minimum deceleration in a non-linear change mode, increasing as the remaining distance increases and decreasing as the remaining distance decreases, comprises:​ The adaptive adjustment is made according to the following formula: In the formula, is the deceleration, is a second exponential adjustment parameter, is the remaining distance, and are a preset maximum deceleration and a preset minimum deceleration, respectively, is a natural base.

[0047] The second exponential adjustment parameter is an exponential adjustment value designed according to the characteristics of the short path scenario, and is used for nonlinear approximation.

[0048] In this embodiment, a specific use of the second exponential adjustment parameter , the maximum deceleration , and the minimum deceleration is provided for adaptive control of the deceleration .

[0049] It can be understood that the aforementioned traditional linear deceleration is prone to jerkiness, and in order to achieve nonlinear smooth change of the deceleration, the exponential function characteristics of the natural base in the above formula are used to make the deceleration transition smoothly and nonlinearly with the remaining distance, that is, the deceleration changes smoothly and nonlinearly between the maximum deceleration and the minimum deceleration , that is, the exponential property is used to control the deceleration according to the size of the remaining distance, when the remaining distance is small, the deceleration will be more biased towards the minimum deceleration , and vice versa, which is biased towards the maximum deceleration , so that the adjustment is smoother, nonlinear smooth transition is achieved, and the problem of easy mutation of the traditional fixed speed mode is solved.

[0050] It should be noted that the second exponential adjustment parameter , the preset maximum deceleration , and the preset minimum deceleration can be flexibly calibrated according to the vehicle type, parking scenarios (such as vertical parking, parallel parking), etc. For example, the SUV can increase the second exponential adjustment parameter to improve the response sensitivity, and the family car can reduce the second exponential adjustment parameter to ensure smoother adjustment, so as to solve the problem of accuracy of different scenarios requiring differentiated deceleration control.

[0051] It should be noted that in other embodiments, other manners of controlling the deceleration of the vehicle to increase with the increase of the remaining distance and decrease with the decrease of the remaining distance can also be adopted, i.e., a non-exponential approaching manner can be adopted, as long as the deceleration of the vehicle increases with the increase of the remaining distance and decreases with the decrease of the remaining distance in the short path scenario with the increase of the size of the remaining distance For example, other approaching manners can also be adopted, i.e., the deceleration of the vehicle is dynamically controlled to change between a preset maximum deceleration and a minimum deceleration, and increase with the increase of the remaining distance and decrease with the decrease of the remaining distance, instead of adopting the exponential approaching manner.

[0052] In an embodiment, during the automatic parking process of the vehicle, when the remaining distance is in the first distance range, the method further comprises: determining a parking planning speed of the vehicle based on the remaining distance and the deceleration; adjusting the parking actual speed of the vehicle to approach the parking planning speed of the corresponding stage in a non-linear change manner when the vehicle is in the starting stage or the terminal stage of the automatic parking.

[0053] The parking planning speed in this embodiment is a target speed calculated based on the remaining distance and the deceleration when the remaining distance is in the first distance range during the automatic parking process of the vehicle, which is an ideal speed to be approached during the automatic parking process of the vehicle, and serves as a reference for adjusting the parking actual speed or as the parking actual speed. That is, in addition to the adaptive deceleration processing, the embodiment also determines the parking planning speed of the vehicle based on the remaining distance and the deceleration in the short path scenario. For example, in addition to the adaptive deceleration processing, the parking planning speed of the vehicle is determined based on the remaining distance and the deceleration in the short path scenario in the starting stage, the intermediate stage or the terminal stage of the vehicle.

[0054] In this embodiment, first, the deceleration is dynamically obtained in the manner mentioned in the foregoing embodiments: when the remaining distance is in the first distance range, the deceleration increases as the remaining distance increases and decreases as the remaining distance decreases; second, the parking planning speed is determined in combination with the remaining distance and the deceleration. For example, when the remaining distance is at the upper limit of the first distance range (the distance is large): the deceleration is moderate, the parking planning speed is set to a moderate level that takes into account both efficiency and smoothness, improving the problem that the parking time is too long due to too low speed, and improving the problem that subsequent emergency braking is required due to too high speed; when the remaining distance changes to the middle of the first distance range (the distance is moderate): the deceleration decreases as the distance decreases, and the planning speed is adjusted to a moderate level that decreases gently, ensuring that the planning speed is adapted to the deceleration and the remaining distance without sudden changes in speed; when the remaining distance changes to the lower limit of the first distance range (the distance is small): the deceleration decreases to a very low level, and the planning speed is adjusted to a low level close to stopping, reserving a buffer for the end parking, and improving the problem that the planning speed does not match the target position.

[0055] In particular, when the vehicle is in the starting stage or the end stage of automatic parking, the actual parking speed of the vehicle is adjusted to approach the parking planning speed of the corresponding stage in a non-linear change manner. That is, when the vehicle is in the starting stage of automatic parking, the actual parking speed of the vehicle in the starting stage is adjusted in a non-linear change manner and in combination with the parking planning speed; when the vehicle is in the end stage of automatic parking, the actual parking speed of the vehicle in the end stage is adjusted in a non-linear change manner and in combination with the parking planning speed.

[0056] It can be seen that, in this embodiment, in the short path scenario, the parking planning speed can be determined by the remaining distance and the deceleration, so that the parking planning speed is adapted to the distance and the deceleration in the short path, and the problem of sudden braking or sudden acceleration caused by the disconnection between the parking planning speed and the actual scenario is improved. In the traditional scheme, the actual parking speed often jumps to the parking planning speed, resulting in sudden acceleration at the start and sudden braking at the end; in this embodiment, the actual parking speed is further controlled in a non-linear adjustment manner in the starting and end stages, so that the actual parking speed is adjusted in a non-linear manner, the adjustment is smoother, and the starting and end sensations are improved.

[0057] It should be understood that the traditional speed planning method does not consider the difference between long and short path scenarios, and uses fixed acceleration and deceleration to linearly calculate the planning speed of starting and braking, which will result in sudden acceleration and sudden braking in the short path scenario; in this embodiment, adaptive deceleration and exponential approach are used to improve the starting and braking sensations and solve the problem of sudden acceleration and sudden braking.

[0058] In an embodiment, the determination of the parking planning speed of the vehicle based on the remaining distance and the deceleration comprises: The parking planning speed of the vehicle is determined according to the following formula: In the formula, is the parking planning speed, is a preset maximum acceleration, is a deceleration, is a remaining distance, is a pre-planned maximum speed.

[0059] In this embodiment, the parking planning speed of each stage (start stage, intermediate stage or end stage) of the vehicle parking process can be determined according to the above formula The pre-planned maximum speed is a speed upper limit value of the actual parking speed. For example, the maximum speed may be a maximum parking speed issued by an upstream planning module, and the preset purpose is to improve the brake pressure caused by the excessively high parking planning speed, and to ensure that the speed throughout the parking process does not exceed the safety threshold.

[0060] According to this embodiment, the parking planning speed can be designed according to the length of the remaining distance, and the start speed or the end brake is improved. After obtaining the parking planning speed calculated by the formula, the actual parking speed still needs to be designed by exponential approximation calculation in the start or end stage of the short path scene.

[0061] In an embodiment, the adjusting the actual parking speed of the vehicle to approach the parking planning speed of the corresponding stage in a non-linear change manner comprises: Adjusting the actual parking speed of the vehicle according to the following formula: is a first exponential adjustment parameter, is the parking planning speed of the corresponding stage, is the parking of the previous moment, is a natural base, is a count value of a counter in a control period.

[0062] The first exponential adjustment parameter is different from the second exponential adjustment parameter , the second exponential adjustment parameter is an adjustment parameter for controlling the deceleration, and the first exponential adjustment parameter is an adjustment parameter for controlling the approach of the actual parking speed to the parking planning speed.

[0063] In this embodiment, the actual parking speed The result of the above formula represents the actual longitudinal speed executed during the vehicle parking process. This speed needs to smoothly change around the planned parking speed and is the final control speed to ensure a comfortable user experience. In this embodiment, the parameter is adjusted through a first exponent. Adjusting the actual parking speed Towards parking planning speed Smooth change.

[0064] First index adjustment parameters This is an exponential adjustment parameter for the actual parking speed. The larger the value, the faster the actual parking speed approaches the planned parking speed (more responsive); the smaller the value, the smoother the approach process (improves abrupt changes). It needs to be calibrated according to the smoothness requirements of the start / end phase.

[0065] actual speed at the previous moment This refers to the actual parking speed of the vehicle in the previous control cycle. It is the speed feedback quantity for the closed-loop adjustment of the actual parking speed, ensuring that the actual parking speed is continuous and uninterrupted, and improving speed abrupt changes across cycles.

[0066] Control cycle counter count value It is a count variable that increments in each control cycle, and its core function is to adjust the parameter by referring to the first exponent. In conjunction with this, the decay rate of the exponential term is dynamically adjusted. The larger the value, the closer the exponent is to zero, and the closer the actual parking speed is to the planned parking speed. This represents the speed error between the actual parking speed and the planned parking speed at the previous moment. Larger and count When the speed is relatively low, the actual parking speed The superimposed exponents will converge to achieve faster parking planning speed. When speed error Smaller and count As the speed gradually increases, the actual parking speed The rate of increase will gradually decrease, slowly approaching the parking planning speed. .

[0067] In this embodiment, a design that calculates the parking planning speed based on the remaining distance and deceleration, plus an exponential deviation correction, ensures that the actual parking speed aligns with the parking planning speed. It exhibits a non-linear, smooth transition, resolving the issue of discontinuous actual parking speed under ordinary linear rate constraints, thus eliminating sudden acceleration during the parking start-up phase and sudden braking at the end phase. For example... Figure 2 As shown, this linear processing design may cause overshoot in tracking the actual parking speed, resulting in a limited and discontinuous speed.

[0068] Furthermore, the introduction of the actual speed from the previous moment in the formula forms a closed-loop regulation of calculation, execution, and feedback. This ensures that the actual parking speed in each control cycle is adjusted based on the speed of the previous cycle, improving the speed continuity across cycles (such as the speed jump problem in traditional solutions). It meets the design requirement that the actual parking speed must be continuous and without sudden changes. Simultaneously, the count value... The incremental design allows the approach process to automatically adapt to the time dimension without manual intervention.

[0069] In other embodiments, the first index adjustment parameter can be flexibly calibrated according to stage characteristics (such as start / end) and vehicle type (such as family car / SUV), etc., and no specific embodiment of this application is limited.

[0070] In one embodiment, after obtaining the actual parking speed, the method further includes: The actual parking speed of the vehicle is subject to the following constraints: the unit rate of change shall not exceed a preset upper limit, nor be lower than a preset lower limit.

[0071] The unit rate of change refers to the change in the actual parking speed of a vehicle within the control cycle of automatic parking (i.e., the difference between the actual speed in the current cycle and the actual speed in the previous cycle). It is used to measure the steepness of speed change and improve the speed abrupt change within a single cycle.

[0072] Preset upper limit This is the preset maximum unit rate of change, designed to limit the maximum increase in speed within a single cycle (such as during the initial acceleration phase) and ensure a smooth acceleration process. Preset lower limit. The preset minimum unit rate of change is used to improve the critical value of speed change during emergency braking. The preset purpose is to limit the maximum speed reduction within the cycle (such as at the end stage) and ensure a smooth deceleration process.

[0073] In this embodiment, in the short-path scenario, it will be Constrain the unit rate of change to ensure that its increment does not exceed a given preset upper limit. With preset lower limit .

[0074] The formula can be expressed as: It should be noted that in the above embodiments, the main focus is on the processing when the remaining distance is within the first distance range (i.e., in a short path scenario) during the automatic parking process of the vehicle. In this embodiment, when the remaining distance is within the second distance range (i.e., in a long path scenario), the present application also provides corresponding processing methods, which will be described in detail below.

[0075] In one embodiment, the method further includes the following steps: During the automatic parking process, when the vehicle is in the starting phase of automatic parking and the remaining distance is within the second distance range, the planned parking speed of the vehicle is the initial speed of the starting phase. When the vehicle is in the middle stage of automatic parking and the remaining distance is within the second distance range, the vehicle's parking planning speed is the preset maximum speed. When the vehicle is in the final stage of automatic parking and the remaining distance is within the second distance range, the planned parking speed of the vehicle is the expected speed for the final stage.

[0076] The second distance range is the remaining distance interval corresponding to long path scenarios, which is different from the first distance range (short path scenarios). The specific interval can be calibrated according to actual needs or situations (such as vehicle type or parking scenario). Parking scenarios include scenarios such as perpendicular parking and parallel parking, and there are no specific limitations.

[0077] In this embodiment, during the automatic parking process, when the vehicle is in the initial stage of automatic parking and the remaining distance is within the second distance range, the planned parking speed is the expected speed for the initial stage. Unlike short-path scenarios, for long-path scenarios, there is no need to consider the issue of sudden acceleration and braking (only on short paths does braking occur immediately after starting, and using fixed acceleration and deceleration would result in sudden acceleration and braking), therefore, there is no need to adjust the deceleration. Control is implemented, and the actual parking speed is determined directly according to the vehicle's planned parking speed, which is the initial speed during the starting phase. For example, the initial velocity... It can be preset according to needs, and there are no specific limitations.

[0078] In this embodiment, when the vehicle is in the middle stage of automatic parking and the remaining distance is within the second distance range, the vehicle's parking planning speed is the preset maximum speed. Even in the middle stage, it is necessary to differentiate between short and long paths based on the remaining distance. Because in short paths, deceleration occurs immediately after starting, so the middle stage is no longer needed; its processing is the same as for short paths at the end. In other words, in long path scenarios in the middle section, the vehicle's parking planning speed is the preset maximum speed. That is, the maximum speed used after starting. As a planned speed This is to ensure parking efficiency in this situation.

[0079] In this embodiment, when the vehicle is in the final stage of automatic parking and the remaining distance is within the second distance range, the vehicle's parking planning speed is the expected speed for the final stage. As an example, the expected speed for the final stage can be zero. That is, for the final stage, the same method as the starting stage of a long path needs to be used, the difference being that the parking planning speed in the starting stage is equal to the initial speed (…). ), while the parking planning speed at the end stage is zero ( ).

[0080] In this embodiment, the fixed planned speed in traditional solutions cannot adapt to the differentiated needs of starting, intermediate, and ending long paths. This embodiment solves the problem of not being able to balance smoothness and efficiency in traditional solutions by setting speeds in stages. It is important to understand that the core characteristic of long-path scenarios is that there is sufficient distance to complete a full speed curve. This embodiment, specifically for long-path scenarios, gradually outputs power in the starting stage, stabilizes power in the intermediate stage, and gradually reduces power in the ending stage, ensuring that the vehicle parking planning speed is aligned with the vehicle's power characteristics. Furthermore, to provide a more accurate speed benchmark for subsequent actual parking speed control, the parking planning speed is the core benchmark for subsequent actual parking speed adjustments. In the starting stage, the expected speed for long-path scenarios serves as the starting actual speed to provide a smooth target; in the intermediate stage, the preset maximum speed for long-path scenarios provides a stable target for the intermediate actual speed; and in the ending stage, the expected speed for long-path scenarios decreases (to zero), providing a suitable transition target for the actual speed, ensuring smooth deceleration, sufficient braking distance, and guaranteeing precise parking requirements.

[0081] In one embodiment, when the vehicle is in the starting or ending phase of automatic parking and the remaining distance is within a second distance range, the method further includes: The actual parking speed of the vehicle is adjusted to approach the planned parking speed for the corresponding stage using a non-linear variation method.

[0082] In this embodiment, when the vehicle is in the starting or ending stage of automatic parking, and the remaining distance is within the second distance range, that is, in the starting or ending stage, when it is determined that it is in a long path scenario, after calculating the parking planning speed for the corresponding stage (such as the parking planning speed in the starting stage), (While the parking planning speed at the final stage is zero), the actual parking speed of the vehicle will be adjusted in a non-linear manner to approach the parking planning speed of the corresponding stage. The first index adjustment parameter... The meaning of "" can be found in the description of the short path implementation examples, and will not be repeated here.

[0083] Furthermore, the process of adjusting the vehicle's actual parking speed to approach the planned parking speed for the corresponding stage, following a non-linear change method, is similar to the aforementioned short-path processing, using a parking planned speed such as that at the start-up stage. For example, if the parking planning speed in the final stage is zero, then: For long-path scenarios in the initial stage: For long-path scenarios in the final stage: The meaning of the formula can be found in the explanations in the aforementioned short path examples, and will not be repeated here.

[0084] In this embodiment, the speed requirements for long-path scenarios differ significantly between the initial and final stages. This embodiment calibrates the first exponential adjustment parameter for each of the two stages separately, laying the foundation for a balance between efficiency and smoothness in long-path scenarios. Specifically, by using an exponential approximation method based on the actual parking speed, it ensures that the vehicle quickly approaches the planned parking speed during the initial stage (without dragging down overall efficiency) while ensuring a smooth deceleration during the final stage (without sacrificing the driving experience), perfectly balancing the goals of efficiency and smoothness.

[0085] In one embodiment, after adjusting the actual parking speed of the vehicle to approach the parking planning speed of the corresponding stage according to a non-linear variation, the method further includes: The actual parking speed of the vehicle at the corresponding stage is subject to the following constraints: the unit rate of change is not higher than the preset upper limit and not lower than the preset lower limit.

[0086] In this embodiment, in long-path scenarios, it will be Constrain the unit rate of change to ensure that its increment does not exceed a given preset upper limit. With preset lower limit .

[0087] For further explanations of this embodiment, please refer to the corresponding explanations of the aforementioned short path embodiments, which will not be repeated here.

[0088] Example 2 like Figure 3 As shown in one embodiment of this application, a parking processing method is provided, including the following steps: S11B: Remaining range for receiving input and maximum speed ; It should be noted that, as an example, the remaining distance input from the upper-level module can be received. The maximum speed passed in from the upstream planning module Remaining distance Maximum speed can be achieved by accumulating the remaining waypoints. Issued by the upstream planning module, in this embodiment, both of the above are treated as known input quantities, and the acquisition process is not described in detail.

[0089] S12B: Determine the vehicle status; S13B: Initial Phase: Based on Remaining Distance Scenarios involving determining path length; If the vehicle status indicates that it is in the starting phase, it is also necessary to determine the remaining distance. Different calculation methods are chosen based on the length of the distance. Among them, the remaining distance... The length includes short path and long path scenarios, and the remaining distance. The criteria for determining length can be adjusted according to the actual situation, and this application does not impose specific limitations. When the remaining distance is within the first distance range, it is a short path; when the remaining distance is within the second distance range, it is a long path, and the second distance range is greater than the first distance range.

[0090] a: Shortest path: Adaptive deceleration Based on the remaining distance and the deceleration, determine the parking planning speed of the vehicle. Based on the first index, adjust parameters and parking planning speed Adjust the actual parking speed of the vehicle. .

[0091] Adaptive deceleration can be expressed as: The parking planning speed is determined based on the remaining distance and the deceleration, and this parking planning speed can be written as: After obtaining the parking planning speed, the actual design speed is calculated using an exponential approach. : This exponential approach design is intended to ensure a smooth start-up and minimize speed errors. Larger and count When the speed is relatively low, the actual parking speed The superimposed exponents will converge to achieve faster parking planning speed. When speed error Smaller and count As the speed gradually increases, the actual parking speed The rate of increase will gradually decrease, slowly approaching the parking planning speed. .

[0092] It should be noted that in short-path scenarios, using maximum acceleration for starting may reduce parking planning speed. Excessive deceleration leads to sudden acceleration and braking, resulting in a poor driving experience. Therefore, an adaptive deceleration method is proposed here, and the parking planning speed is calculated based on kinematic formulas. The process of adaptive deceleration and the calculation of the parking planning speed using kinematic formulas can be found in the corresponding description of Embodiment 1 above, and will not be repeated here. This design utilizes the exponential property to control deceleration based on the remaining distance. When the remaining distance is small, the deceleration will be more biased towards the preset minimum deceleration. Conversely, it tends to favor the preset maximum deceleration. The parking planning speed can also be designed based on the remaining distance. To avoid starting too quickly and braking too hard at the end, after obtaining the planned speed, the actual parking speed needs to be calculated exponentially. Regarding the actual parking speed calculated using exponential approximation. For the process, please refer to the relevant description in Example 1, including the explanation of the meaning of the formulas, which will not be repeated here.

[0093] b: Long path: Vehicle parking planning speed Initial speed during the starting phase Based on the first index adjustment parameter and the parking planning speed, the actual parking speed of the vehicle is adjusted. .

[0094] The final parking design speed under this condition It can be represented as: For long paths, there's no need to consider sudden acceleration and braking (only on short paths do we need to brake immediately after starting, and using fixed acceleration and deceleration would result in sudden acceleration and braking). Therefore, there's no need to design adaptive deceleration; we can directly calculate the actual parking speed using an exponential approach. Unlike short paths, the parking planning speed during the initial phase is equal to the initial speed. The initial speed can be preset according to requirements.

[0095] S14B: Intermediate Phase: Based on Remaining Distance Scenarios involving determining path length; In this embodiment, it is also necessary to distinguish between short and long paths in the intermediate stage, because the short path decelerates immediately after starting, so the intermediate stage is no longer needed. The intermediate stage is handled in the same way as the short path at the end.

[0096] a: Shortest path: Adaptive deceleration Based on the remaining distance and the deceleration, determine the parking planning speed of the vehicle. Based on the first index, adjust parameters and parking planning speed Adjust the actual parking speed of the vehicle. ; b: Long path: The planned parking speed for the vehicle is the preset maximum speed, i.e. = ; In other words, during the intermediate stage on a long path, the maximum speed issued after the start is used. As parking planning speed Meanwhile, the short-path processing is the same as the starting short-path processing, using an exponential approach to determine the actual parking speed. The processes for adaptive deceleration, determining the vehicle's parking planning speed based on the remaining distance and the deceleration, and adjusting the vehicle's actual parking speed based on the first exponential adjustment parameter and the parking planning speed can be found in the corresponding descriptions in Embodiment 1, and will not be repeated here.

[0097] S15B: Terminal Phase: Based on Remaining Distance Scenarios involving determining path length; In this embodiment, different processing methods need to be selected based on the path length at the end stage.

[0098] a: Short path: Adaptive deceleration, based on the remaining distance and the deceleration, determine the parking planning speed of the vehicle, and adjust the actual parking speed of the vehicle based on the first exponential adjustment parameter and the parking planning speed; The shortest path is handled in the same way as the initial stage, first performing adaptive deceleration. Calculate, then use exponential approximation to calculate the actual design speed. For details, please refer to the above description, which will not be repeated here.

[0099] b: Long path: The same method as the initial long path is used, except that the parking planning speed in the initial stage is equal to the initial speed. The parking planning speed at the end stage is zero. .

[0100] For long paths, the same method as the initial stage of a long path needs to be used, the difference being that the planning speed in the initial stage is equal to the initial speed. The planning speed in the final stage is zero. Final design speed It can be represented as: S16B: Actual speed at final parking Constrain the unit rate of change to ensure that its increment does not exceed a preset upper limit. and preset lower limit Issuing actual parking speed For the final speed drive module.

[0101] The constraint on the unit rate of change can be expressed by the formula: The process of constraining the unit rate of change can be described in the corresponding description of the aforementioned Embodiment 1, and will not be repeated here.

[0102] In summary, the above embodiments demonstrate that, in this application, when differentiating between long and short paths using the remaining area, adaptive deceleration and exponential approach methods address the issues of excessive deceleration and discontinuous parking planning speeds, ensuring a smooth and comfortable longitudinal parking experience. Adaptive deceleration, designed using the remaining distance, is applied to short paths in the starting, middle, and final stages. The adaptive deceleration is first calculated using the remaining distance to ensure a smooth braking process (deceleration approaching the minimum deceleration), and then the starting acceleration is further calculated to address the issues of sudden acceleration / deceleration at the start and sudden braking at the end that occur when using traditional fixed acceleration / deceleration. Exponential approach, designed using a counter, aims to effectively improve the situation where the actual parking speed changes abruptly, enabling the vehicle to quickly reach the preset parking planning speed. It is applied in both the starting and final stages to address the discontinuous parking speed problem under ordinary linear rate constraints. Figure 2 As shown.

[0103] This application also provides a parking processing device 40, please refer to... Figure 4 The acquisition module 410 is used to acquire the remaining distance during the automatic parking process of the vehicle, wherein the remaining distance is the remaining driving distance between the current position of the vehicle and the parking target position; the processing module 420 is used to control the deceleration of the vehicle to increase as the remaining distance increases and decrease as the remaining distance decreases when the remaining distance is within a first distance range.

[0104] This application also provides an electronic device 50, please refer to... Figure 5 It includes a memory 510 and a processor 520, wherein the memory 510 is used to store computer programs; and the processor 520 is used to execute the programs stored in the memory 510 to implement the methods described in any embodiment of this application.

[0105] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any embodiment of this application.

[0106] In this application, "multiple" refers to two or more.

[0107] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0108] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0109] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0110] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0111] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A parking handling method, characterized in that, include: During the automatic parking process, the remaining distance is obtained, wherein the remaining distance is the remaining travel distance between the current position of the vehicle and the target parking position; When the remaining distance is within the first distance range, the deceleration of the vehicle is controlled to dynamically change between a preset maximum deceleration and a preset minimum deceleration in a non-linear manner, and increases as the remaining distance increases and decreases as the remaining distance decreases.

2. The method according to claim 1, characterized in that, The step of controlling the vehicle's deceleration to dynamically change between a preset maximum and minimum deceleration in a non-linear manner, increasing as the remaining distance increases and decreasing as the remaining distance decreases, includes: Adaptive adjustment is performed according to the following formula: To decelerate, Adjust the parameters for the second index. The remaining distance. and These are the preset maximum and minimum decelerations, respectively. It is the natural base.

3. The method according to claim 1, characterized in that, During the automatic parking process, when the remaining distance is within a first distance range, the method further includes: Based on the remaining distance and the deceleration, the parking planning speed of the vehicle is determined; When the vehicle is in the starting or ending stage of automatic parking, the actual parking speed of the vehicle is adjusted to approach the planned parking speed of the corresponding stage in a non-linear manner.

4. The method according to claim 3, characterized in that, Determining the parking planning speed of the vehicle based on the remaining distance and the deceleration includes: The parking planning speed of the vehicle is determined according to the following formula: Planning speed for parking, The preset maximum acceleration, To decelerate, The remaining distance. This is the pre-planned maximum speed.

5. The method according to claim 1, characterized in that, The method further includes: When the vehicle is in the starting phase of automatic parking and the remaining distance is within the second distance range, the parking planning speed of the vehicle is the initial speed of the starting phase, and the second distance range is greater than the first distance range. When the vehicle is in the middle stage of automatic parking and the remaining distance is within the second distance range, the vehicle's parking planning speed is the preset maximum speed. When the vehicle is in the final stage of automatic parking and the remaining distance is within the second distance range, the planned parking speed of the vehicle is the expected speed for the final stage.

6. The method according to claim 5, characterized in that, When the vehicle is in the starting or ending phase of automatic parking, and the remaining distance is within the second distance range, the method further includes: The actual parking speed of the vehicle is adjusted to approach the planned parking speed for the corresponding stage using a non-linear variation method.

7. The method according to claim 3 or 6, characterized in that, Adjusting the actual parking speed of the vehicle to approach the planned parking speed for the corresponding stage using a non-linear variation method includes: Adjust the actual parking speed of the vehicle according to the following formula: Adjust the parameters for the first index. The parking planning speed for the corresponding stage, for Parking at the previous moment , The natural base, This is used to control the counter's count value during the control cycle.

8. The method according to any one of claims 3-6, characterized in that, After obtaining the actual parking speed, the method further includes: The actual parking speed is subject to the following constraints: the unit rate of change is not higher than a preset upper limit and not lower than a preset lower limit.

9. An electronic device, characterized in that, Includes processor and memory, of which: Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 1-8.

10. A vehicle, characterized in that, This includes the device as described in claim 10, or the electronic device as described in claim 9.

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