Parking control method and device and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a parking control method and device and a vehicle. The parking control method comprises the steps that the current parking gear of the vehicle and the distance between a parking pilot wheel matched with the parking gear and a position stopping device are obtained; if the distance is smaller than the set distance, the vehicle speed and the parking instruction amount of the vehicle are obtained; a torque corresponding relation is inquired based on the distance, the vehicle speed and the parking instruction quantity, target parking torque is obtained, the torque corresponding relation is used for representing the corresponding relation among the distance, the vehicle speed, the parking instruction quantity and the parking torque, and the target parking torque is used for representing a target torque value corresponding to the current parking torque type of the vehicle; and based on the target parking torque, parking control is conducted on the vehicle, so that parking is completed when the distance between the parking guide wheel of the vehicle and the position stopping device is within the range of the target distance, and the parking experience of a user can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to parking control methods, devices, and vehicles. Background Technology

[0002] To ensure the safety of people, vehicles, and related facilities, parking spaces in most parking lots are typically equipped with parking barriers at the rear. While these barriers can physically prevent vehicles from moving excessively backward and thus ensure the safety of the area behind the parking space, in actual parking, users often find it difficult to accurately determine the optimal stopping distance between their vehicle and the barrier. This often leads to significant collisions and impacts, thereby reducing the user's parking experience. Summary of the Invention

[0003] This invention provides a parking control method, device, and vehicle to solve the problem in related technologies where users often find it difficult to accurately determine the optimal parking distance between the vehicle and the stop device during parking, which often leads to large collision impacts and reduces the user's parking experience.

[0004] In a first aspect, the present invention provides a parking control method, comprising: acquiring the vehicle's current parking gear and the distance between the parking guide wheel and the stop device matching the parking gear; if the distance is less than a set distance, acquiring the vehicle speed and parking command quantity; querying the torque correspondence based on the distance, speed, and parking command quantity to obtain the target parking torque, wherein the torque correspondence is used to characterize the correspondence between distance, speed, parking command quantity and parking torque, and the target parking torque is used to characterize the target torque value corresponding to the current parking torque type of the vehicle; and performing parking control on the vehicle based on the target parking torque to complete parking when the distance between the vehicle's parking guide wheel and the stop device is within the range of the target distance.

[0005] The parking control method provided in this invention obtains the distance between the parking guide wheel and the parking stop, and dynamically adjusts the braking torque according to the vehicle speed and parking command. This effectively avoids excessive collision impact between the vehicle and the parking stop, improving the safety and comfort of the user's parking. By controlling the vehicle's parking based on the target parking torque, the user does not need to manually and precisely control the distance, thus improving parking efficiency. Furthermore, by stably controlling the parking distance within the target range, collision impact between the vehicle and the parking stop can be effectively avoided, further enhancing the user's parking experience. At the same time, it reduces physical wear and tear on the vehicle and the parking stop, extending the service life of vehicle components and parking facilities.

[0006] In one optional implementation, the parking command quantity includes a first braking command quantity and a first driving command quantity. The target parking torque is obtained by querying the torque correspondence based on distance, vehicle speed, and parking command quantity, including: if the parking torque type required by the vehicle under the current operating condition is braking torque, then the first target braking torque is obtained by querying the torque correspondence based on distance, vehicle speed, first braking command quantity, and first driving command quantity; and the target parking torque is determined based on the first target braking torque.

[0007] The parking control method provided in this invention divides the parking command quantity into a first braking command quantity and a first driving command quantity, and integrates the influence of both when calculating the first target braking torque, thereby more accurately adapting to the vehicle's current power demand and operating condition characteristics. For example, when the vehicle is approaching the stop at low speed, if there is a slight driving command input (such as user misoperation or temporary power compensation signal from the system), the output intensity of the first target braking torque can be dynamically corrected through the numerical relationship between the first braking command quantity and the first driving command quantity. This avoids the problem of insufficient or excessive braking caused by the one-sided calculation of a single command quantity, ensuring that the vehicle maintains a stable driving state during parking. It can also effectively reduce the jerking sensation caused by command conflicts or operating condition switching, further optimizing the user's parking experience, while reducing unnecessary wear and tear on the vehicle's power system and extending the service life of related components.

[0008] In one optional implementation, the parking command quantity includes a second braking command quantity and a second driving command quantity. The target parking torque is obtained by querying the torque correspondence based on distance, vehicle speed, and parking command quantity, including: if the parking torque type required by the vehicle under the current operating condition is driving torque, then the first target driving torque is obtained by querying the torque correspondence based on distance, vehicle speed, second braking command quantity, and second driving command quantity; and the target parking torque is determined based on the first target driving torque.

[0009] The parking control method provided in this invention subdivides parking commands into second braking commands and second driving commands. Based on the torque type (e.g., driving torque) under the vehicle's current operating conditions, and combining distance, vehicle speed, and the corresponding command quantity with a torque correspondence lookup, the target parking torque is determined. This allows for more precise matching of the vehicle's power demands during parking. If the required parking torque type under the current operating conditions is braking torque, a first target braking torque is obtained by querying the torque correspondence based on distance, vehicle speed, the second braking command quantity, and the second driving command quantity. Based on this first target braking torque, the target parking torque is determined. This differentiated torque calculation method for different torque types effectively improves the accuracy and smoothness of the vehicle's power output during parking, reduces the jerking sensation during parking, and better adapts to the complex needs of different parking scenarios. This further ensures the safety and reliability of parking operations, providing users with a smoother and more convenient intelligent parking experience.

[0010] In one optional implementation, the parking command quantity includes a third braking command quantity, a third driving command quantity, a fourth braking command quantity, and a fourth driving command quantity. A target parking torque is obtained by querying the torque correspondence based on distance, vehicle speed, and the parking command quantity. This includes: if the parking torque type required by the vehicle under the current operating conditions is mixed torque, then a second target braking torque is obtained by querying the torque correspondence based on distance, vehicle speed, the third braking command quantity, and the third driving command quantity; a second target driving torque is obtained by querying the torque correspondence based on distance, vehicle speed, the fourth braking command quantity, and the fourth driving command quantity, wherein the second target driving torque is less than the second target braking torque; and a target parking torque is determined based on the second target braking torque and the second target driving torque.

[0011] The parking control method provided in this invention achieves a dynamic balance between braking and driving forces by simultaneously acquiring multiple sets of braking and driving commands and querying the appropriate second target braking torque and second target driving torque (where the driving torque is less than the braking torque) based on distance and vehicle speed. This ensures that braking force always dominates, effectively suppressing overshoot risk, while maintaining a smooth approach to the target position with appropriate driving force. When braking stops (resumes), a certain amount of driving force reduces vehicle pitch. Compared to control methods with a single command, the fusion of multiple command commands allows torque matching to better match the vehicle's real-time driving state, improving parking control accuracy and reducing secondary adjustments due to insufficient control precision. Simultaneously, a smooth torque transition significantly reduces the jerking sensation when approaching the target, making the parking process smoother and enhancing the user's parking experience. Furthermore, the reasonable ratio of braking and driving forces optimizes energy consumption and effectively avoids unnecessary power waste.

[0012] In one optional implementation, the target parking torque is obtained by querying the torque correspondence based on distance, vehicle speed, and parking command quantity. The method further includes: determining the type of parking torque required by the vehicle under the current operating conditions based on vehicle speed; and obtaining the target parking torque by querying the torque correspondence based on the parking torque type, distance, vehicle speed, and parking command quantity.

[0013] The parking control method provided in this invention divides the parking process into different torque control stages by setting a preset vehicle speed threshold. For example, when the vehicle speed is greater than a first threshold, the torque type is determined to be braking priority. In this case, when querying the torque correspondence, the focus is on obtaining a larger braking torque to quickly reduce the vehicle speed. When the vehicle speed is between the first and second thresholds, the torque type is determined to be balanced and coordinated. The matching ratio of braking and driving torque needs to be considered simultaneously to ensure that the vehicle maintains stability while decelerating. When the vehicle speed is less than the second threshold, the torque type is determined to be fine-tuning assist. In this case, small-amplitude adjustments to driving or braking torque are the main focus to ensure that the vehicle accurately stops at the target position. By dynamically switching the torque type based on vehicle speed, the generation of the target parking torque can be made more targeted, effectively adapting to the control needs of different parking stages, further enhancing the dynamic balance effect of braking and driving forces, reducing the sense of jerking and the number of secondary adjustments during the parking process, and improving the user's parking experience.

[0014] In one optional implementation, the torque correspondence is determined based on the following steps: acquiring a first correspondence between multiple sample distances, sample vehicle speeds, sample braking command quantities, and sample driving command quantities and sample braking torques, as well as a second correspondence between them and sample driving torques, to obtain a sample torque correspondence; determining the torque control start point in the sample braking torque and sample driving torque based on the first distance relationship between the sample distance and a set distance; determining the torque control end point in the sample braking torque and sample driving torque based on the second distance relationship between the sample distance and a target distance, and the speed relationship between the vehicle speed and the target vehicle speed; and interpolating the sample torque correspondence based on the torque control start point and the torque control end point to obtain the torque correspondence.

[0015] The parking control method provided in this invention integrates multi-dimensional sample data (sample distance, vehicle speed, braking and driving command quantities and corresponding torque), defines the start and end points of torque control based on the relationship between the set distance and the target distance and target vehicle speed, and generates a continuous and smooth torque correspondence through interpolation processing. This ensures a high degree of adaptability of the torque correspondence to the actual driving scenario of the vehicle, and can be applied to complex working conditions at different distances and speeds, avoiding torque matching deviations caused by discrete sample data. At the same time, the continuous torque correspondence after interpolation processing makes the switching between braking and driving torque smoother during the transition from the start point to the end point of torque control, further reducing the jerking sensation during parking, improving driving smoothness, reducing secondary adjustment operations, optimizing energy consumption, and enhancing the user parking experience.

[0016] In one alternative implementation, the sample torque correspondence is characterized by a curve, the slope of which first increases and then decreases as the sample vehicle speed, sample braking command amount, and sample driving command amount change.

[0017] The parking control method provided in this invention can dynamically adapt to the control requirements at different stages of the parking process. For example, when the sample vehicle speed is high and the braking or driving command is large (such as in the initial stage of parking when the distance to the target position is far and a rapid adjustment of vehicle speed or attitude is required), the larger slope of the curve can achieve a rapid torque response, ensuring that the vehicle performs deceleration or acceleration actions in a timely manner and shortening the initial adjustment time. When the sample vehicle speed decreases and the braking or driving command decreases (such as in the later stage of parking when approaching the target position and fine control is required), the smaller slope of the curve makes the torque change smoother, avoiding jerking or position deviation of the vehicle due to excessive torque fluctuation.

[0018] In an optional implementation, the method further includes: obtaining the target suspension damping and target suspension stiffness of the vehicle based on the torque correspondence; and at the torque control starting point, enhancing the current suspension damping and suspension stiffness of the vehicle based on the target suspension damping and target suspension stiffness.

[0019] The parking control method provided in this invention enhances suspension damping and stiffness at the torque control starting point, effectively suppressing vehicle pitch or roll caused by load transfer during the initial torque switching phase and when the vehicle stops, thus preventing vehicle posture fluctuations from affecting the accuracy of parking position judgment. Simultaneously, the enhanced suspension performance synergizes with the smooth torque transition, further improving vehicle stability and handling precision during parking, reducing the need for secondary adjustments due to vehicle body sway, and thereby optimizing the user's parking experience.

[0020] The present invention provides a parking control method, which further includes: acquiring the current parking gear of the vehicle, and the contact information between the parking pilot wheel and the stop device that matches the parking gear; generating a matching third target braking torque based on the contact information, and driving the vehicle according to the third target driving torque after the vehicle brakes to a stable state, so that parking is completed when the distance between the parking pilot wheel and the stop device is within the target distance range.

[0021] The parking control method provided in this invention, by acquiring the contact information between the pilot wheel and the stop and matching the corresponding braking and driving torque, can accurately determine the relative state between the pilot wheel and the stop during the vehicle's parking process. This avoids tire rubbing against the stop or stop displacement caused by excessive parking force, while also preventing parking position deviation caused by insufficient force. The third target torque generated based on the contact information ensures that the distance between the pilot wheel and the stop is stably maintained within the target range, guaranteeing the accuracy of the final parking position. By reducing post-parking position correction operations, the efficiency and reliability of automatic parking are improved, further optimizing the user's parking experience.

[0022] In a second aspect, the present invention provides a parking control device, comprising: The data acquisition module is used to acquire the vehicle's current parking gear and the distance between the parking pilot wheel and the stop device that matches the parking gear. The instruction acquisition module is used to acquire the vehicle speed and parking instruction quantity if the distance is less than a set distance. The braking control module is used to query the torque correspondence based on distance, vehicle speed, and parking command quantity to obtain the target parking torque. The torque correspondence is used to characterize the correspondence between distance, vehicle speed, parking command quantity and parking torque. The target parking torque is used to characterize the target torque value corresponding to the current parking torque type of the vehicle. The parking control module is used to control the vehicle's parking based on the target parking torque, so that parking is completed when the distance between the vehicle's entry pilot wheel and the stop is within the target distance range.

[0023] Thirdly, the present invention provides a vehicle equipped with a parking control system, which is used to execute the parking control method of the first aspect or any corresponding embodiment described above.

[0024] Fourthly, the present invention provides an electronic device, comprising: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the parking control method of the first aspect or any corresponding embodiment described above.

[0025] Fifthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the parking control method of the first aspect or any corresponding embodiment thereof.

[0026] In a sixth aspect, the present invention provides a computer program product, including computer instructions for causing a computer to execute the parking control method of the first aspect or any corresponding embodiment described above. Attached Figure Description

[0027] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is a schematic flowchart of a parking control method according to an embodiment of the present invention; Figure 2 This is a second flowchart illustrating the parking control method according to an embodiment of the present invention; Figure 3 This is a schematic diagram of parking torque control according to an embodiment of the parking control method of the present invention; Figure 4 This is a schematic diagram of the third process of the parking control method according to an embodiment of the present invention; Figure 5 This is another parking torque control schematic diagram of the parking control method according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the fourth process of the parking control method according to an embodiment of the present invention; Figure 7 This is another parking torque control schematic diagram of the parking control method according to an embodiment of the present invention; Figure 8 This is a fifth flowchart illustrating the parking control method according to an embodiment of the present invention; Figure 9 This is a schematic diagram of another parking torque control method according to an embodiment of the present invention; Figure 10 This is a structural block diagram of a parking control device according to an embodiment of the present invention; Figure 11 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0031] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0032] According to an embodiment of the present invention, a parking control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] This embodiment provides a parking control method. Figure 1 This is a flowchart of a parking control method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps: Step S101: Obtain the vehicle's current parking gear and the distance between the parking pilot wheel and the stop device that matches the parking gear.

[0034] The vehicle's parking gears include R (Reverse) and D (Drive). R corresponds to parking scenarios where the vehicle is moving backward (such as perpendicular or parallel reversing into a parking space). D corresponds to parking scenarios where the vehicle is moving forward (such as perpendicular or parallel forward parking into a parking space). By distinguishing between the different parking directions corresponding to R and D, a foundation is provided for subsequent distance calculations and parking path planning based on the parking guide wheel and stop mechanism matched to the parking gear.

[0035] Specifically, when the gear for parking is R, the vehicle's parking mode is determined to be reverse parking mode, the parking guide wheels are the rear wheels of the vehicle, and the distance is the straight-line distance between any rear wheel and the stop. When the gear for parking is D, the vehicle's parking mode is determined to be forward parking mode, the parking guide wheels are the front wheels of the vehicle, and the distance is the straight-line distance between any front wheel and the stop.

[0036] Furthermore, the distance between the guide wheel and the stop can be detected in real time by sensing devices such as ultrasonic sensors, millimeter-wave radar or vision cameras mounted on the vehicle, and its numerical accuracy can be determined according to the positional accuracy requirements of parking control.

[0037] Step S102: If the distance is less than the set distance, then obtain the vehicle speed and parking command quantity.

[0038] The set distance can be determined by comprehensively considering the vehicle's model parameters, the type of the target parking space (such as perpendicular or parallel parking), the detection range of the sensing equipment, and parking safety redundancy requirements. For example, for small passenger cars, the set distance can be 2 to 5 centimeters in a perpendicular reversing parking scenario; for large commercial vehicles, due to their larger size, the set distance can be adjusted to 2 to 7 centimeters to allow sufficient operating space. Furthermore, the set distance can be dynamically modified based on the driver's driving habits and usage scenarios to balance parking efficiency and accuracy.

[0039] Parking commands include braking commands and drive commands. Braking commands include master cylinder pressure and braking gradient. Master cylinder pressure directly controls the braking force output by the braking system to quickly respond to deceleration demands during parking. Braking gradient constrains the rate of change of master cylinder pressure, preventing sudden pressure changes that could lead to excessive braking or jerking, thus ensuring smoothness and ride comfort during parking. Drive commands include accelerator pedal opening, used to adjust the driving force output during parking to adapt to the low-speed, precise control requirements of different parking stages (such as initial movement and fine-tuning).

[0040] In some optional implementations, vehicle speed, braking command, and driving command can be acquired through the vehicle's wheel speed sensors, GPS positioning module, and the communication interface of the powertrain control system. Specifically, vehicle speed data can be obtained by real-time detection and conversion of wheel speed by wheel speed sensors, or by auxiliary calibration using the position change rate of the GPS module. Braking and driving commands can be directly read from the vehicle's electronic control unit (ECU), or acquired through data interaction with the brake actuator and throttle actuator via the CAN bus, ensuring the real-time performance and accuracy of the commands. Furthermore, information from environmental perception sensors (such as ultrasonic radar and cameras) in the parking assistance system can be used to dynamically verify these parameters, avoiding data deviations caused by the failure of a single sensor and improving the reliability of parking control.

[0041] Step S103: Based on the distance, vehicle speed, and parking command quantity, query the torque correspondence to obtain the target parking torque.

[0042] Among them, the torque correspondence is used to characterize the correspondence between distance, vehicle speed, parking command quantity and parking torque, and the target parking torque is used to characterize the target torque value corresponding to the current parking torque type of the vehicle.

[0043] In some optional implementations, when querying the torque correspondence based on distance, vehicle speed, and parking instruction quantity to obtain the target parking torque, the distance, vehicle speed, and parking instruction quantity can be preprocessed first. This includes outlier detection and filtering, unit conversion, and other operations to eliminate the influence of invalid or interfering data on the query results. Subsequently, based on the preprocessed parameters, a matching query is performed from a pre-stored torque correspondence table or a pre-trained mapping model. The torque correspondence table can be constructed based on a large amount of real vehicle test data and simulation scenario data, containing the optimal torque values ​​corresponding to different distance ranges, speed ranges, and parking instruction types. The mapping model can be a prediction model trained based on neural network or decision tree algorithms, capable of outputting real-time torque prediction results. If a unique matching torque value is found, it is directly determined as the target parking torque. If multiple similar candidate torque values ​​exist, a weighted average or linear interpolation method is used to calculate the final target parking torque to ensure the smoothness and stability of torque output during parking.

[0044] It's important to note that when the vehicle is rear-entering the parking space, the motor outputs positive torque to provide forward power and assist in precisely adjusting the forward distance. When the vehicle is front-entering the parking space, the motor outputs negative torque. This negative torque essentially uses the motor as a brake, providing braking force through the motor's reverse force. This, combined with dynamic adjustments to parameters such as distance and speed during parking, ensures that both the power supply for rear-entry and the motor braking for front-entry are coordinated with the target parking torque generated based on the distance between the guide wheel and the stop, as well as the vehicle speed. This further optimizes the power control during parking, allowing for more precise control of the vehicle's stopping position, avoiding under- or over-drive issues, and ensuring a smoother driving posture throughout the parking process, reducing power waste and jerking.

[0045] Step S104: Based on the target parking torque, perform parking control on the vehicle to complete parking when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0046] The target distance between the parking guide wheel and the parking stop is a pre-defined safe distance range based on the vehicle's wheelbase, tire size, and the height and installation position of the parking stop, typically set between 1cm and 15cm. This distance range can be adjusted according to parking safety and space utilization to avoid collisions between the vehicle and the parking stop due to excessive proximity, or wasted parking space due to excessive distance. Furthermore, the target distance can be dynamically adjusted based on the user's personalized parking preferences (such as a preference for tight or spacious parking) to improve the user's parking experience. In addition, the target distance can be adjusted according to different types of parking stops (such as metal or rubber stops). For example, the minimum distance threshold can be appropriately increased for higher-hardness parking stops to reduce the potential risk of physical damage.

[0047] In some optional implementations, parking control is performed on the vehicle based on the target parking torque. When parking is completed, the distance between the vehicle's entry-entry pilot wheel and the stop is within the target distance range. This can be achieved by using a distance sensor (such as an ultrasonic sensor or millimeter-wave radar) on the vehicle to collect real-time distance data between the pilot wheel and the stop, and comparing this data with a pre-defined target distance range. Based on the comparison results, the output parameters of the target parking torque are dynamically adjusted: when the current distance is far from the upper limit of the target distance, the torque output is appropriately increased to shorten the parking time; when the current distance is close to the upper limit of the target distance, the torque output is gradually reduced and the vehicle is controlled to move at a very low speed; when the current distance enters the target distance range, the torque output is immediately stopped to ensure accurate parking. Additionally, if the stop is made of a high-hardness metal, an extra deceleration process can be added before the distance approaches the lower limit of the target to further reduce the risk of collision; if it is made of rubber, a normal torque reduction rhythm is maintained to balance efficiency. In addition, if the user has set personalized parking preferences, the final stopping time of the torque will be adjusted according to the target distance range corresponding to the preference (e.g., 1-5cm for a compact preference and 10-15cm for a relaxed preference), so that the parking result is more in line with the user's habits.

[0048] The parking control method provided in this invention obtains the distance between the parking guide wheel and the parking stop, and dynamically adjusts the braking torque according to the vehicle speed and parking command. This effectively avoids excessive collision impact between the vehicle and the parking stop, improving the safety and comfort of the user's parking. By controlling the vehicle's parking based on the target parking torque, the user does not need to manually and precisely control the distance, thus improving parking efficiency. Furthermore, by stably controlling the parking distance within the target range, collision impact between the vehicle and the parking stop can be effectively avoided, further enhancing the user's parking experience. At the same time, it reduces physical wear and tear on the vehicle and the parking stop, extending the service life of vehicle components and parking facilities.

[0049] This embodiment provides a parking control method. Figure 2 This is a flowchart of a parking control method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Obtain the vehicle's current parking gear and the distance between the parking guide wheel and the stop device that matches the parking gear. For details, please refer to [link to details]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0050] In step S202, if the distance is less than the set distance, the vehicle speed, the first braking command quantity, and the first driving command quantity are obtained.

[0051] The parking command includes a first braking command and a first driving command. The first driving command includes the first accelerator pedal opening. For details on obtaining the vehicle speed, the first braking command, and the first driving command, please refer to [link to relevant documentation]. Figure 1 Step S102 of the illustrated embodiment will not be described again here.

[0052] Step S203: If the parking torque required by the vehicle under the current operating conditions is braking torque, then the first target braking torque is obtained by querying the torque correspondence based on the distance, vehicle speed, first braking command quantity and first driving command quantity.

[0053] The target parking torque is determined based on the first target braking torque. The torque relationship described above is represented by a curve, the slope of which decreases as the vehicle speed, the first braking command amount, and the first driving command amount decrease.

[0054] In some optional implementations, obtaining the torque correspondence can be achieved through a combination of offline experiments and online adaptive updates. In the offline phase, under different road conditions (such as dry asphalt pavement, wet cement pavement, and slopes), the vehicle is controlled to simulate typical scenarios such as perpendicular parking, parallel parking, and angled parking, collecting multiple sets of matching samples of vehicle speed, first braking command quantity, first driving command quantity, and optimal braking torque. The sample data is then fitted using the least squares method or a BP neural network algorithm to generate an initial torque correspondence curve. In the online phase, indicators such as actual deceleration deviation and trajectory tracking accuracy during parking are monitored in real time. If the deviation exceeds a preset threshold, parameters such as the slope coefficient and feature point threshold of the curve are dynamically corrected to adapt to dynamic factors such as vehicle braking system wear and changes in road surface adhesion coefficient, thereby optimizing the accuracy and robustness of torque output. Furthermore, offline calibration data and online correction experience from multiple vehicles can be aggregated in the cloud, and a more general torque correspondence can be generated through big data analysis.

[0055] In some alternative implementations, such as Figure 3 As shown, the first target braking torque is obtained by querying the torque correspondence based on distance, vehicle speed, first braking command quantity, and first driving command quantity. First, the validity of matching entries in the torque correspondence can be verified to eliminate invalid entries caused by data anomalies, expired parameters, or scenario mismatches. Then, the initial target braking torque obtained from the preliminary query can be compensated and corrected by combining the real-time status parameters of the current vehicle (such as braking system temperature, tire pressure, and vehicle load). For example, when the braking system temperature is higher than a preset threshold, the target braking torque can be appropriately increased to offset the decrease in braking force caused by heat fade. If there are multiple candidate torque values ​​in the query results, the final target braking torque can be determined according to the priority of the current parking scenario (such as prioritizing the torque value with faster response in emergency obstacle avoidance scenarios and prioritizing the torque value with higher comfort in smooth parking scenarios). In addition, key parameters in this query and correction process (including query input, preliminary results, correction factors, and final torque values) can be recorded as sample data for subsequent online updates of the torque correspondence to continuously optimize the accuracy and adaptability of torque matching.

[0056] Step S204: Based on the first target braking torque, brake control is applied to the vehicle to complete parking when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0057] In some optional implementations, when braking control is applied to the vehicle based on a first target braking torque to ensure the distance between the vehicle's parking guide wheel and the stop is within the target distance range, the current distance between the parking guide wheel and the stop can be collected in real time by a distance sensor (such as an ultrasonic sensor or millimeter-wave radar) on the vehicle, and this current distance is compared with the preset target distance range in real time. If the current distance far exceeds the upper limit of the target range, the application of the first target braking torque is appropriately increased to accelerate the vehicle's deceleration process and shorten the distance. If the current distance is close to the upper limit of the target range, the braking torque is reduced or its application is suspended to avoid excessive braking and collision risk. At the same time, the real-time distance information can be fed back to the user through the in-vehicle display screen or voice prompts, allowing the user to clearly understand the parking status and, if necessary, allow the user to manually intervene in the braking operation, further improving parking safety and user controllability. In addition, the rate of change of braking torque can be adjusted in conjunction with the vehicle's real-time driving speed to ensure a smooth and jerky braking process and improve driving comfort.

[0058] Furthermore, during braking control, the threshold of the target distance can be dynamically adjusted based on the material type of the stop (such as a metal or rubber stop) and the user's preset personalized parking preferences (compact or spacious). The output amplitude of the first target braking torque is adjusted accordingly to balance parking safety and space utilization, thus improving the user experience. Additionally, the first target braking torque can be adjusted in stages based on the vehicle's real-time speed to ensure smooth deceleration as the vehicle approaches the stop, avoiding discomfort caused by sudden braking.

[0059] The parking control method provided in this embodiment obtains the distance between the parking guide wheel and the parking stop, and dynamically adjusts the braking torque according to vehicle speed, braking, and driving commands. This effectively avoids excessive collision impact between the vehicle and the parking stop, improving the safety and comfort of the user's parking. By dividing the parking command into a first braking command and a first driving command, and combining the influence of both when calculating the first target braking torque, the method more accurately adapts to the vehicle's current power requirements and operating conditions. For example, when the vehicle is approaching the parking stop at low speed, if there is a slight driving command input (such as user misoperation or temporary power compensation signal from the system), the output intensity of the first target braking torque can be dynamically corrected through the numerical relationship between the first braking command and the first driving command. This avoids the problem of insufficient or excessive braking caused by the one-sided calculation of a single command, ensuring that the vehicle maintains a stable driving state during parking. It also effectively reduces the jerking sensation caused by command conflicts or operating condition switching, further optimizing the user's parking experience, while reducing unnecessary wear and tear on the vehicle's power system and extending the service life of related components.

[0060] This embodiment provides a parking control method. Figure 4 This is a flowchart of a parking control method according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps: Step S401: Obtain the vehicle's current parking gear and the distance between the parking guide wheel and the stop valve that matches the parking gear. For details, please refer to [link to details]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0061] In step S402, if the distance is less than the set distance, the vehicle speed, the second braking command quantity, and the second driving command quantity are obtained.

[0062] The parking command includes a second braking command and a second driving command. The second braking command includes the second master cylinder pressure and the second braking gradient. The second driving command includes the second accelerator pedal opening.

[0063] In some optional implementations, when acquiring vehicle speed, second braking command quantity, and second driving command quantity, data acquisition and command reading can be completed collaboratively by the vehicle's sensor system and electronic control unit (ECU): vehicle speed parameters can be output in real time by wheel speed sensors or inertial measurement units (IMUs), with a sampling frequency set to no less than 50Hz to meet the low-speed dynamic response requirements in parking scenarios; the second brake master cylinder pressure in the second braking command quantity can be obtained from the pressure sensor of the electronic brake control system (EBS), and the second braking gradient calls the calibration value pre-stored in the controller parameter library (this calibration value is determined based on the vehicle's suspension characteristics and ride comfort goals); the second accelerator pedal opening signal of the second driving command quantity comes from the electronic throttle control system and needs to be low-pass filtered to remove high-frequency noise. Simultaneously, the validity of all acquired parameters is verified, such as determining whether the vehicle speed is within the parking allowable range of 0-5 km / h and whether the second brake master cylinder pressure is within the safe threshold of 0-10 MPa. If any parameter abnormalities are found, an abnormality handling process is immediately triggered, including suspending the parking action and sending audible and visual warning information to the driver.

[0064] It's important to note that when the vehicle is rear-entering the parking space, the motor outputs positive torque to provide forward power and assist in precisely adjusting the forward distance. When the vehicle is front-entering the parking space, the motor outputs negative torque. This negative torque essentially uses the motor as a brake, providing braking force through the motor's reverse force. Combined with dynamic adjustments to parameters such as distance and speed during parking, both the power supply for rear-entry and the motor braking for front-entry can work in conjunction with the initial target drive torque generated based on the distance between the parking guide wheel and the stop, as well as the vehicle speed. This further optimizes the power control during parking, allowing for more precise control of the vehicle's stopping position, avoiding under- or over-drive issues, and ensuring a smoother driving posture throughout the parking process, reducing power waste and jerking.

[0065] Step S403: If the parking torque type required by the vehicle under the current working condition is driving torque, then the first target driving torque is obtained by querying the torque correspondence based on the distance, vehicle speed, second braking command quantity and second driving command quantity.

[0066] The target parking torque is determined based on the first target driving torque. The torque relationship described above is represented by a curve, the slope of which decreases as the vehicle speed, the second braking command amount, and the second driving command amount decrease.

[0067] In some optional implementations, when obtaining the torque correspondence, a basic torque curve matching the current vehicle model can be retrieved from the controller's built-in parameter library. Then, the slope and inflection point position of the basic torque curve are adaptively adjusted based on real-time collected dynamic parameters such as vehicle load, tire pressure, and suspension status to adapt to parking requirements under different operating conditions. Simultaneously, the torque correspondence can be pre-optimized using multiple sets of typical parking scenario data accumulated during the offline calibration phase (such as narrow lane parking and angled parking). During online operation, the curve parameters are further fine-tuned based on driver operating habits (such as brake pedal depress speed and throttle opening change rate) to ensure the smoothness and accuracy of torque output. Furthermore, custom torque correspondence curves can be imported through the vehicle's remote diagnostic interface to meet personalized parking control needs in special scenarios.

[0068] Specifically, during the offline calibration phase, for typical scenarios such as narrow lane parking and angled parking, torque output response data of the vehicle under different load states such as no load, half load, and full load, as well as standard tire pressure and ±10% tire pressure deviation, can be collected. The initial torque curve corresponding to each scenario is fitted by multivariate regression analysis, and the curve parameters (such as slope range and inflection point speed threshold) are encapsulated as scenario templates and stored in the controller parameter library. When the vehicle's environmental perception module identifies the current scenario as narrow alley parking (distance between obstacles on both sides ≤ 1.2 meters), it first retrieves the initial torque curve for the narrow alley scenario. Then, based on the current load value (e.g., 750 kg) fed back by the real-time load sensor and the tire pressure value (e.g., 225 kPa) from the tire pressure monitoring system, it dynamically corrects the curve slope: if the load increases by 30% compared to the unloaded state, the slope in the low-speed segment (0-2 km / h) is increased by 8% to ensure starting power; if the tire pressure is 5% lower than the standard value, the slope in the medium-speed segment (2-4 km / h) is decreased by 6% to avoid insufficient tire grip leading to slippage. Simultaneously, it analyzes the average brake pedal trigger speed (e.g., 0.18 m / s) and the maximum change rate of throttle opening (e.g., 0.09 / s) from the driver's last 5 parking operations. After matching the predefined "smooth" driving style template, it adjusts the curve inflection point from 3 km / h to 2.5 km / h to make the torque output transition smoother. For special scenario requirements, such as adapting a low center of gravity suspension for a modified vehicle, users can connect to a remote service platform via the in-vehicle T-BOX, upload a custom torque curve CSV file that meets the format requirements, and after verifying the parameter boundaries of the file (such as the maximum torque not exceeding 150 N·m and the slope range of 0.1-0.4 N·m / Hz), it can be stored as a custom template. When parking later, users can select to enable this template through the central control screen to achieve personalized control.

[0069] In some alternative implementations, such as Figure 5As shown, the first target driving torque is obtained by querying the torque correspondence based on distance, vehicle speed, second braking command quantity, and second driving command quantity. In this process, the torque correspondence can be updated in real time. This involves synchronizing the current load value, the slope correction parameters corresponding to the tire pressure values ​​from the tire pressure monitoring system, and the inflection point adjustment parameters after matching the driver's driving style for the last five parking maneuvers into the torque correspondence table. Then, a query operation is performed based on the updated torque correspondence table to ensure that the first target drive torque is adapted to the current vehicle status and driver habits. If a custom torque template is enabled, the torque correspondence in that template is used first for querying. Simultaneously, after verifying the current parameters (such as whether the real-time torque is within the template's allowed boundaries), the final first target drive torque is output, ensuring the safety and accuracy of personalized control.

[0070] Step S404: Based on the first target driving torque, drive control is applied to the vehicle so that parking is completed when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0071] The target distance between the vehicle's entry guide wheel and the stop device can be 0~2cm.

[0072] In some optional implementations, when driving the vehicle based on a first target driving torque to complete parking by ensuring the distance between the vehicle's parking guide wheel and the stop is within the target distance range, the current distance between the parking guide wheel and the stop, as well as the vehicle's real-time speed, can be collected in real time using the vehicle's wheel speed sensor and distance sensor. This data is then compared with a preset target distance range and a safe speed threshold. If the current distance is greater than the upper limit of the target distance and the vehicle speed does not exceed the threshold, the first target driving torque continues to be output. If the current distance is close to the upper limit of the target distance (e.g., 1-2 cm), a torque attenuation mechanism is triggered, gradually reducing the driving torque to a preset micro-torque value to avoid rigid collision between the guide wheel and the stop. Simultaneously, the vehicle's inertial measurement data is used to determine whether the vehicle's posture is stable. If tilting or shaking occurs, the output frequency and amplitude of the torque are adjusted synchronously to ensure the smoothness of the parking process. Furthermore, during the driving control process, the vehicle's power system status (e.g., motor temperature, remaining battery power) is checked in real time. If an abnormality occurs (e.g., motor overheating), the driving output is immediately terminated and an alarm is triggered to ensure the safety of the vehicle and its occupants.

[0073] The parking control method provided in this embodiment generates a first target driving torque and executes drive control based on the distance between the guide wheel and the stop, vehicle speed, second braking command, and second driving command during the parking process. This automatically outputs an appropriate driving torque when the vehicle needs to make minor adjustments to approach the target distance. This avoids insufficient drive leading to an excessively far parking position, while also preventing unnecessary braking or collision risks caused by excessive drive, thus improving parking accuracy. Simultaneously, the dynamic matching of driving torque allows the vehicle to maintain a stable driving posture when approaching the target distance, reducing jerking and power waste, and enhancing the user's parking smoothness and comfort.

[0074] This embodiment provides a parking control method. Figure 6 This is a flowchart of a parking control method according to an embodiment of the present invention, such as... Figure 6 As shown, the process includes the following steps: Step S601: Obtain the vehicle's current parking gear and the distance between the parking guide wheel and the stop device that matches the parking gear. For details, please refer to [link to details]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0075] In step S602, if the distance is less than the set distance, the vehicle speed, the third braking command quantity, the third driving command quantity, the fourth braking command quantity, and the fourth driving command quantity are obtained.

[0076] The third braking command includes the third master cylinder pressure and the third braking gradient. The third drive command includes the third accelerator pedal opening. The fourth braking command includes the fourth master cylinder pressure and the fourth braking gradient. The fourth drive command includes the fourth accelerator pedal opening. For details, please refer to [link to relevant documentation]. Figure 1 Step S102 of the illustrated embodiment will not be described again here.

[0077] Step S603: If the parking torque type required by the vehicle under the current operating conditions is mixed torque, then the second target braking torque is obtained by querying the torque correspondence based on the distance, vehicle speed, third braking command quantity and third driving command quantity.

[0078] The torque relationship described above is represented by a curve, the slope of which decreases as the vehicle speed, the third braking command amount, and the third driving command amount decrease.

[0079] In some optional implementations, the second target braking torque is obtained by querying the torque correspondence based on distance, vehicle speed, third braking command quantity, and third driving command quantity. In this case, the system can first retrieve a pre-stored torque correspondence curve database through the vehicle's onboard controller. This database stores curve parameters corresponding to different distance ranges, vehicle speed ranges, third brake master cylinder pressure and gradient values, and third accelerator pedal opening combinations. Then, based on the real-time collected distance, vehicle speed, third brake command quantity (including third brake master cylinder pressure and third brake gradient), and third drive command quantity (including third accelerator pedal opening), the system matches the corresponding target curve. Finally, it searches for a second target braking torque value that precisely corresponds to the current input parameters on the target curve, ensuring that the torque output can adapt to the low-speed smooth control requirements in parking scenarios and avoid vehicle jerking or parking position deviation caused by sudden torque changes.

[0080] Step S604: Based on the distance, vehicle speed, fourth braking command quantity and fourth driving command quantity, query the torque correspondence to obtain the second target driving torque.

[0081] The target parking torque is determined based on the second target braking torque and the second target driving torque, i.e. The second target driving torque is less than the second target braking torque. This torque relationship is represented by a curve, the slope of which decreases as vehicle speed, the fourth braking command quantity, and the fourth driving command quantity decrease.

[0082] In some alternative implementations, such as Figure 7 As shown, the second target driving torque is obtained by querying the torque correspondence based on distance, vehicle speed, fourth braking command quantity, and fourth driving command quantity. In this scenario, the system first retrieves a pre-stored database of drive torque correspondence curves from the vehicle's onboard controller. This database stores curve parameters corresponding to different distance ranges, vehicle speed ranges, fourth brake master cylinder pressure and gradient values, and fourth accelerator pedal opening combinations. Then, based on the real-time collected distance, vehicle speed, fourth brake command quantity (including fourth brake master cylinder pressure and fourth brake gradient), and fourth drive command quantity (including fourth accelerator pedal opening), the corresponding target drive curve is matched. Finally, the system searches for a second target drive torque value that precisely corresponds to the current input parameters on the target drive curve. Simultaneously, considering the characteristic that the slope of this curve decreases as the vehicle speed, fourth brake command quantity, and fourth drive command quantity decrease, it ensures that the drive torque output can adapt to the low-speed smooth control requirements in parking scenarios, avoiding vehicle jerking or parking trajectory deviation due to sudden torque changes.

[0083] Step S605: Based on the second target braking torque and the second target driving torque, perform parking control on the vehicle so that parking is completed when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0084] The target distance between the vehicle's entry guide wheel and the stop device can be 0~2cm.

[0085] In some optional implementations, when parking the vehicle based on a second target braking torque and a second target driving torque, and parking is completed when the distance between the vehicle's parking guide wheel and the stop is within the target distance range, the current distance data between the parking guide wheel and the stop can be collected in real time and compared with the set distance in real time. If the current distance is less than or equal to the set distance, the corresponding second target driving torque and second target braking torque are quickly output according to the matched target driving curve and target braking curve to maintain the vehicle's smooth, low-speed approach movement. If the current distance enters a preset warning range (e.g., 10~50cm), based on the characteristic that the slope of the target driving curve and the slope of the target braking curve decrease with the decrease of vehicle speed, braking command amount, and driving command amount, the gradient of the driving torque output is reduced more slowly, and the output of the braking torque is reduced more slowly at the same time to reduce the vehicle's motion inertia. When the current distance is detected to fall into the 2~10cm distance range, the output of braking torque and driving torque is cut off simultaneously to ensure that the vehicle stops accurately without lurching or trajectory deviation, thus completing the parking control.

[0086] In some optional implementations, when parking the vehicle based on the second target braking torque and the second target driving torque to complete parking when the distance between the vehicle's parking guide wheel and the stop is within the target distance range, the current distance data between the parking guide wheel and the stop can also be collected in real time and compared with the target distance range in real time. If the current distance is less than or equal to the first distance, the corresponding second target driving torque and second target braking torque are continuously output according to the matched target driving curve and braking curve to maintain the vehicle's smooth and low-speed approach movement. If the current distance enters the preset warning range (e.g., 20~50cm), the gradient of the driving torque output is further reduced and the response accuracy of the braking torque is improved based on the characteristic that the slope of the target driving curve decreases as the vehicle speed, braking command amount, and driving command amount decrease, so as to reduce the vehicle's motion inertia. When the current distance is detected to fall into the distance range of 10~20cm, the output of the braking torque is cut off. At the same time, when the current distance is detected to fall into the distance range of 2~5cm, the output of the driving torque is cut off to ensure that the vehicle stops accurately without lurching or trajectory deviation, thus completing the parking control.

[0087] The parking control method provided in this embodiment achieves a dynamic balance between braking and driving forces by simultaneously acquiring multiple sets of braking and driving commands and querying the appropriate second target braking torque and second target driving torque (where the driving torque is less than the braking torque) based on distance and vehicle speed. This ensures that the braking force always dominates, effectively suppressing overshoot risk, while maintaining a smooth approach to the target position with appropriate driving force. When the braking force stops (recovers), a certain amount of driving force can reduce vehicle pitch. Compared to control methods with a single command, the fusion of multiple command commands makes the torque matching more closely match the real-time driving state of the vehicle, improving the accuracy of parking control and reducing secondary adjustments due to insufficient control precision. At the same time, a smooth torque transition can significantly reduce the jerkiness when the vehicle approaches the target, making the parking process smoother and enhancing the user's parking experience. In addition, the reasonable ratio of braking and driving forces can optimize energy consumption and effectively avoid unnecessary power waste.

[0088] In some optional implementations, when obtaining the target parking torque by querying the torque correspondence based on distance, vehicle speed, and parking command quantity, it is also possible to determine the type of parking torque required by the vehicle under the current operating conditions based on vehicle speed; and obtain the target parking torque by querying the torque correspondence based on the parking torque type, distance, vehicle speed, and parking command quantity.

[0089] The parking control method provided in this invention divides the parking process into different torque control stages by setting a preset vehicle speed threshold. For example, when the vehicle speed is greater than a first threshold, the torque type is determined to be braking priority. In this case, when querying the torque correspondence, the focus is on obtaining a larger braking torque to quickly reduce the vehicle speed. When the vehicle speed is between the first and second thresholds, the torque type is determined to be balanced and coordinated. The matching ratio of braking and driving torque needs to be considered simultaneously to ensure that the vehicle maintains stability while decelerating. When the vehicle speed is less than the second threshold, the torque type is determined to be fine-tuning assist. In this case, small-amplitude adjustments to driving or braking torque are the main focus to ensure that the vehicle accurately stops at the target position. By dynamically switching the torque type based on vehicle speed, the generation of the target parking torque can be made more targeted, effectively adapting to the control needs of different parking stages, further enhancing the dynamic balance effect of braking and driving forces, reducing the sense of jerking and the number of secondary adjustments during the parking process, and improving the user's parking experience.

[0090] In some optional implementations, the torque correspondence is determined based on the following steps: obtaining a first correspondence between multiple sample distances, sample vehicle speeds, sample braking command quantities, and sample driving command quantities and sample braking torques, as well as a second correspondence between them and sample driving torques, to obtain a sample torque correspondence; determining the torque control start point in the sample braking torque and sample driving torque based on the first distance relationship between the sample distance and a set distance; determining the torque control end point in the sample braking torque and sample driving torque based on the second distance relationship between the sample distance and a target distance, and the speed relationship between the vehicle speed and the target vehicle speed; and interpolating the sample torque correspondence based on the torque control start point and the torque control end point to obtain the torque correspondence.

[0091] Specifically, the sample distance needs to cover the entire distance of the vehicle from the initial parking starting point to the target parking space, the sample speed needs to include the typical speed range in low-speed parking scenarios (such as 0-5km / h), and the sample braking command quantity and sample driving command quantity need to cover all valid command value ranges supported by the parking control system to ensure the comprehensiveness and representativeness of the sample torque correspondence. When determining the torque control start point, for example, when the sample distance equals the set distance, it is determined as the start point of the torque control start phase (including the torque control start point of braking torque and drive torque. At this point, the vehicle exits the creep torque to avoid the impact between the guide wheel and the stop device caused by the step change of the motor). At this time, the braking torque begins to increase linearly from the reference value, and the drive torque maintains the initially set low amplitude value. When determining the torque control end point, when the sample distance is less than or equal to the first multiple of the target distance and the sample vehicle speed is lower than the first speed, it is determined as the end point of the braking torque control in the torque control termination phase. At this time, the braking torque needs to reach the preset safe braking torque value to exit. When the sample distance is less than or equal to the second multiple of the target distance (the second multiple is less than the first multiple) and the sample vehicle speed is lower than the second speed (the second speed is less than the first speed), it is determined as the end point of the drive torque control in the torque control termination phase. At this time, the braking torque needs to reach the preset safe drive torque value to exit. For the interpolation process, a bilinear interpolation algorithm can be used. The sample distance and sample vehicle speed are used as input variables for two-dimensional interpolation. The sample braking torque and sample driving torque are smoothly interpolated between adjacent sample points to generate a continuous torque correspondence table covering the entire distance and vehicle speed range. This ensures that in actual parking, the appropriate braking torque and driving torque values ​​can be quickly queried based on the real-time distance and vehicle speed.

[0092] The parking control method provided in this invention integrates multi-dimensional sample data (sample distance, vehicle speed, braking and driving command quantities and corresponding torque), defines the start and end points of torque control based on the relationship between the set distance and the target distance and target vehicle speed, and generates a continuous and smooth torque correspondence through interpolation processing. This ensures a high degree of adaptability of the torque correspondence to the actual driving scenario of the vehicle, and can be applied to complex working conditions at different distances and speeds, avoiding torque matching deviations caused by discrete sample data. At the same time, the continuous torque correspondence after interpolation processing makes the switching between braking and driving torque smoother during the transition from the start point to the end point of torque control, further reducing the jerking sensation during parking, improving driving smoothness, reducing secondary adjustment operations, optimizing energy consumption, and enhancing the user parking experience.

[0093] In some alternative implementations, the sample torque correspondence is characterized by a curve, the slope of which first increases and then decreases as the sample vehicle speed, sample braking command amount, and sample driving command amount change.

[0094] Specifically, when the sample vehicle speed is in a higher range (e.g., greater than 5 km / h) and the sample braking or driving command is large, the absolute value of the curve slope is large, allowing the torque to adjust quickly according to changes in distance or speed to meet the dynamic response requirements of the vehicle rapidly approaching the target area at the initial stage of parking. Conversely, when the sample vehicle speed gradually decreases to a lower range (e.g., less than 2 km / h) and the command quantity decreases accordingly, the absolute value of the curve slope decreases significantly, and the rate of change of torque with the input variable slows down. This ensures a smoother transition between braking and driving torque as the vehicle approaches the parking endpoint, reducing body sway or jerking caused by sudden torque changes. This curve design with adaptive slope adjustment further enhances the matching degree between the torque correspondence and the different stages of the parking process, ensuring both parking efficiency and improved driving smoothness.

[0095] The parking control method provided in this invention can dynamically adapt to the control requirements at different stages of the parking process. For example, when the sample vehicle speed is high and the braking or driving command is large (such as in the initial stage of parking when the distance to the target position is far and a rapid adjustment of vehicle speed or attitude is required), the larger slope of the curve can achieve a rapid torque response, ensuring that the vehicle performs deceleration or acceleration actions in a timely manner and shortening the initial adjustment time. When the sample vehicle speed decreases and the braking or driving command decreases (such as in the later stage of parking when approaching the target position and fine control is required), the smaller slope of the curve makes the torque change smoother, avoiding jerking or position deviation of the vehicle due to excessive torque fluctuation.

[0096] In some optional implementations, the target suspension damping and target suspension stiffness of the vehicle can be obtained according to the torque correspondence; based on the target suspension damping and target suspension stiffness, the current suspension damping and suspension stiffness of the vehicle are enhanced, and the original suspension damping and original suspension stiffness of the vehicle are restored at the torque control end point.

[0097] Specifically, upon receiving a torque control start signal, the suspension damping coefficient is increased to the target suspension damping (e.g., from 0.55 in normal driving mode to 0.8) by adjusting the opening of the suspension damping valve and the output of the stiffness adjustment motor, while the suspension stiffness coefficient is increased to the target suspension stiffness (e.g., from 1100 N / mm in normal driving mode to 1450 N / mm) to enhance the suspension's ability to suppress longitudinal impacts on the vehicle body; upon receiving a torque control end signal (if the drive torque control end signal follows the brake torque control signal, then the brake torque control...), the suspension damping coefficient is increased to the target suspension damping coefficient (e.g., from 0.55 in normal driving mode to 0.8), thus enhancing the suspension's ability to suppress longitudinal impacts on the vehicle body. When the signal is used as the torque control termination signal (if the drive torque control termination signal precedes the brake torque control signal, then the drive torque control signal is used as the torque control termination signal), the suspension damping and stiffness are gradually restored to normal levels according to a preset gradual rate (e.g., a decrease of 0.05 damping coefficient and 50 N / mm stiffness coefficient per second) to avoid vehicle body bumps caused by sudden changes in suspension parameters. In addition, when the vehicle body attitude fluctuation is detected to exceed a preset threshold (e.g., the absolute value of vertical acceleration is greater than 0.3g), the suspension parameters can be dynamically fine-tuned to further optimize vehicle body stability.

[0098] The parking control method provided in this invention enhances suspension damping and stiffness at the torque control starting point, effectively suppressing vehicle pitch or roll caused by load transfer during the initial torque switching phase and when the vehicle stops, thus preventing vehicle posture fluctuations from affecting the accuracy of parking position judgment. Simultaneously, the enhanced suspension performance synergizes with the smooth torque transition, further improving vehicle stability and handling precision during parking, reducing the need for secondary adjustments due to vehicle body sway, and thereby optimizing the user's parking experience.

[0099] This embodiment provides a parking control method. Figure 8 This is a flowchart of a parking control method according to an embodiment of the present invention, such as... Figure 8 As shown, the process includes the following steps: Step S801: Obtain the vehicle's current parking gear and the contact information between the parking pilot wheel and the stop device that matches the parking gear.

[0100] Step S802: Generate a matching third target braking torque based on the contact information, and drive the vehicle according to the third target driving torque after the vehicle brakes to stabilize, so that parking is completed when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0101] The contact information between the parking guide wheel and the stop, matched with the parking gear, includes the vehicle's real-time speed at the moment of contact, the wheel-end pressure at the contact point between the guide wheel and the stop, the contact angle of the guide wheel relative to the stop, the duration of contact, and the three-dimensional coordinates of the contact position in the vehicle coordinate system. This information can be collected collaboratively by a pressure sensor installed on the side of the guide wheel, a vehicle inertial measurement unit (IMU), and a position detection unit on the side of the stop, providing data support for the dynamic adjustment of the subsequent parking trajectory and the precise optimization of suspension parameters.

[0102] For details, please refer to Figure 9 When the vehicle is engaged in parking gear, and the pressure sensor detects that the wheel-end pressure value reaches the preset contact threshold, it is determined that the parking guide wheel has made contact with the stop. At this moment, the real-time vehicle speed and the contact angle of the guide wheel relative to the stop are immediately recorded, and this moment is used as the starting point of the braking torque. Simultaneously, a third target braking torque is generated based on the three-dimensional coordinates of the contact position: if the contact speed is greater than the preset safety threshold, a larger torque is applied for rapid braking, and the target time is maintained; if the contact pressure value is too high, the braking torque is appropriately reduced to avoid wheel-end damage. When the absolute value of the acceleration fed back by the vehicle's inertial measurement unit is less than 0.1 m / s², the vehicle is considered to be braking stably, and this moment is used as the ending point of the braking torque and the starting point of the drive torque. At the same time, the third target drive torque is calculated based on the current actual distance between the guide wheel and the stop, the target distance range, and the vehicle's power parameters. The drive is terminated at the end point of the drive torque control, so that the vehicle moves slowly at a very low speed and completes parking when the distance between the parking guide wheel and the stop is within the target distance range.

[0103] It should be noted that this embodiment can also be combined with the parking control method based on target parking torque in the aforementioned embodiments. For example, if an abnormal situation occurs during the parking control process based on target parking torque (such as wheel end pressure exceeding the preset safety range, the absolute value of acceleration fed back by the vehicle body inertial measurement unit continuously exceeding 0.1 m / s² for more than a set time, or the deviation between the detected distance between the pilot wheel and the stop and the theoretical calculated value exceeding a threshold), the steps of generating the third target braking torque and the third target driving torque are directly executed based on the contact information between the parking pilot wheel and the stop matched with the parking gear. This ensures that the vehicle can still stably and safely advance the parking process even in abnormal scenarios. Furthermore, this combination method can also achieve redundant backup of the control logic. When the torque control of one path experiences a response delay or calculation error, the control logic of another path can quickly intervene to compensate, effectively improving the reliability and robustness of parking control and avoiding parking failure or vehicle damage due to the failure of a single control logic.

[0104] The parking control method provided in this embodiment can accurately determine the relative state between the guide wheel and the stop device during the parking process by acquiring the contact information between the guide wheel and the stop device and matching the corresponding braking and driving torque. This avoids tire rubbing against the stop device or stop device displacement caused by excessive parking force, while also preventing parking position deviation caused by insufficient force. The third target torque generated based on the contact information can stably maintain the distance between the guide wheel and the stop device within the target range, ensuring the accuracy of the final parking position. By reducing the position correction operation after parking, the efficiency and reliability of automatic parking are improved, further optimizing the user's parking experience.

[0105] In some alternative implementations, the target suspension damping and target suspension stiffness of the vehicle can also be obtained based on the contact information; based on the contact information, target suspension damping and target suspension stiffness, the suspension damping and suspension stiffness of the vehicle are enhanced, and the original suspension damping and original suspension stiffness of the vehicle are restored at the torque control end point.

[0106] Specifically, when the distance between the pilot wheel and the stop is detected to be less than the preset buffer threshold (i.e., contact information indicates that the two are about to enter a contact state), the suspension damping coefficient is adjusted to the preset high damping level (i.e., target suspension damping), and the suspension stiffness is simultaneously increased to the corresponding enhancement level (i.e., target suspension stiffness). This enhances the stability of the vehicle chassis, reduces vehicle posture deviation caused by minor road undulations or power output fluctuations during low-speed approach to the stop, and prevents unexpected scraping between the pilot wheel and the stop. When the vehicle enters the drive control phase of slow movement, the enhancement of suspension damping and stiffness is immediately terminated, allowing the suspension system to return to normal operating parameters. This ensures that the suspension can properly buffer road impacts during vehicle movement, maintain ride smoothness, and ensure effective transmission of drive torque, helping the vehicle to accurately stop within the target distance range.

[0107] The parking control method provided in this invention, by increasing suspension damping and stiffness during the contact phase, can effectively buffer the impact generated at the moment the pilot wheel contacts the parking stop, reduce the amplitude of vehicle body vibration, and avoid damage to chassis components or the parking stop caused by contact impact. At the same time, the enhanced suspension parameters can maintain the stability of the vehicle body posture, prevent the vehicle body tilting or swaying during contact from interfering with the parking position judgment, and ensure the position accuracy during the drive control phase. In addition, the suspension enhancement is stopped during drive control, restoring normal suspension comfort, which not only ensures the structural reliability of the key parking phase, but also balances the suspension performance requirements of different phases, providing dual support for the smoothness and safety of the automatic parking process.

[0108] This embodiment also provides a parking control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0109] This embodiment provides a parking control device, such as... Figure 10 As shown, it includes: The data acquisition module 1001 is used to acquire the vehicle's current parking gear and the distance between the parking pilot wheel and the stop device that matches the parking gear. The instruction acquisition module 1002 is used to acquire the vehicle speed, the first braking command quantity, and the first driving command quantity if the distance is less than a set distance. The braking control module 1003 is used to query the torque correspondence based on distance, vehicle speed, first braking command quantity and first driving command quantity to obtain the first target braking torque. The parking control module 1004 is used to control the braking of the vehicle based on a first target braking torque, so as to complete parking when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0110] In some optional implementations, the command acquisition module 1002 is further configured to acquire the second braking command quantity and the second driving command quantity of the vehicle. The braking control module 1003 is also used to query the torque correspondence based on distance, vehicle speed, second braking command quantity and second driving command quantity to obtain the first target driving torque; The parking control module 1004 is also used to drive the vehicle based on a first target drive torque, so as to complete parking when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0111] In some optional implementations, the instruction acquisition module 1002 is also used to acquire the third braking instruction quantity, the third driving instruction quantity, the fourth braking instruction quantity, and the fourth driving instruction quantity of the vehicle. The braking control module 1003 is also used to query the torque correspondence based on distance, vehicle speed, third braking command quantity and third driving command quantity to obtain the second target braking torque; and to query the torque correspondence based on distance, vehicle speed, fourth braking command quantity and fourth driving command quantity to obtain the second target driving torque, wherein the second target driving torque is less than the second target braking torque. The parking control module 1004 is also used to control the parking of the vehicle based on the second target braking torque and the second target driving torque, so as to complete the parking when the distance between the vehicle's parking guide wheel and the stop is within the target distance range.

[0112] In some alternative implementations, the braking control module 1003 includes: The sample correspondence acquisition unit is used to acquire the sample torque correspondence between multiple sample distances, sample vehicle speeds, sample braking command quantities, and sample driving command quantities of the vehicle and the sample braking torque and sample driving torque. The control start point determination unit is used to determine the torque control start point in the sample braking torque and sample driving torque based on the first distance relationship between the sample distance and the set distance; The control end point determination unit is used to determine the torque control end point in the sample braking torque and sample driving torque based on the second distance relationship between the sample distance and the target distance and the speed relationship between the vehicle speed and the target vehicle speed. The torque correspondence determination unit is used to interpolate the sample torque correspondence based on the torque control start point and torque control end point to obtain the torque correspondence.

[0113] In some alternative implementations, the sample torque correspondence is characterized by a curve, the slope of which first increases and then decreases as the sample vehicle speed, sample braking command amount, and sample driving command amount change.

[0114] In some alternative implementations, the parking control module 1004 is also configured to increase the suspension damping and suspension stiffness of the vehicle at the torque control start point and to stop increasing the suspension damping and suspension stiffness at the torque control end point.

[0115] In some optional implementations, the parking control module 1004 is also used to acquire contact information between the parking guide wheel and the stop device that matches the parking gear; generate a matching third target braking torque based on the contact information; and drive the vehicle according to the third target driving torque after the vehicle brakes to a stable state, so that parking is completed when the distance between the parking guide wheel and the stop device is within the target distance range.

[0116] In some alternative implementations, the parking control module 1004 is also used to increase the suspension damping and suspension stiffness of the vehicle based on contact information, and to stop increasing the suspension damping and suspension stiffness when driving the vehicle.

[0117] The parking control device provided in this embodiment of the invention can execute the parking control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0118] Figure 11 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. See below for details. Figure 11 The diagram illustrates a structural schematic suitable for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, a graphics processing unit, etc.) 1101, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 1102 or a program loaded from memory 1108 into random access memory (RAM) 1103. The RAM 1103 also stores various programs and data required for the operation of the electronic device. The processor 1101, ROM 1102, and RAM 1103 are interconnected via a bus 1104. An input / output (I / O) interface 1105 is also connected to the bus 1104.

[0119] Typically, the following devices can be connected to I / O interface 1105: input devices 1106 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 1107 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 1108 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1109. Communication device 1109 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 11 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0120] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 1109, or installed from a memory 1108, or installed from a ROM 1102. When the computer program is executed by the processor 1101, it performs the functions defined in the parking control method of the embodiments of the present invention.

[0121] Figure 11 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0122] This invention also provides a vehicle equipped with a parking control system, which is used to execute the parking control method of any of the foregoing embodiments.

[0123] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the parking control method shown in the above embodiments is implemented.

[0124] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0125] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A parking control method, characterized in that, The method includes: Obtain the vehicle's current parking gear and the distance between the parking pilot wheel and the stop device that matches the parking gear; If the distance is less than the set distance, then the vehicle speed and parking command quantity are obtained; Based on the distance, vehicle speed, and parking command quantity, the torque correspondence is queried to obtain the target parking torque. The torque correspondence is used to characterize the correspondence between distance, vehicle speed, parking command quantity and parking torque. The target parking torque is used to characterize the target torque value corresponding to the current parking torque type of the vehicle. Based on the target parking torque, parking control is performed on the vehicle to complete parking when the distance between the vehicle's entry pilot wheel and the stop is within the target distance range.

2. The method according to claim 1, characterized in that, The parking command quantity includes a first braking command quantity and a first driving command quantity. The step of querying the torque correspondence based on the distance, the vehicle speed, and the parking command quantity to obtain the target parking torque includes: If the parking torque required by the vehicle under the current operating conditions is braking torque, then the torque correspondence is queried based on the distance, the vehicle speed, the first braking command quantity and the first driving command quantity to obtain the first target braking torque; The target parking torque is determined based on the first target braking torque.

3. The method according to claim 1, characterized in that, The parking command quantity includes a second braking command quantity and a second driving command quantity. The step of querying the torque correspondence based on the distance, the vehicle speed, and the parking command quantity to obtain the target parking torque includes: If the parking torque required by the vehicle under the current operating conditions is driving torque, then the first target driving torque is obtained by querying the torque correspondence based on the distance, the vehicle speed, the second braking command amount and the second driving command amount; The target parking torque is determined based on the first target driving torque.

4. The method according to claim 1, characterized in that, The parking command quantity includes a third braking command quantity, a third driving command quantity, a fourth braking command quantity, and a fourth driving command quantity. The step of querying the torque correspondence based on the distance, the vehicle speed, and the parking command quantity to obtain the target parking torque includes: If the parking torque required by the vehicle under the current operating conditions is a mixed torque, then the torque correspondence is queried based on the distance, the vehicle speed, the third braking command quantity and the third driving command quantity to obtain the second target braking torque; Based on the distance, the vehicle speed, the fourth braking command quantity and the fourth driving command quantity, the torque correspondence is queried to obtain the second target driving torque, which is less than the second target braking torque; The target parking torque is determined based on the second target braking torque and the second target driving torque.

5. The method according to claim 1, characterized in that, The step of querying the torque correspondence based on the distance, vehicle speed, and parking command quantity to obtain the target parking torque further includes: Based on the vehicle speed, determine the type of parking torque required by the vehicle under the current operating conditions; Based on the parking torque type, the distance, the vehicle speed, and the parking command quantity, the torque correspondence is queried to obtain the target parking torque.

6. The method according to claim 1, characterized in that, The torque correspondence is determined based on the following steps: The first correspondence between the sample distance, sample vehicle speed, sample braking command quantity, and sample driving command quantity of the vehicle and the sample braking torque, as well as the second correspondence between them and the sample driving torque, is obtained to obtain the sample torque correspondence. Based on the first distance relationship between the sample distance and the set distance, the torque control starting point in the sample braking torque and the sample driving torque is determined; Based on the second distance relationship between the sample distance and the target distance, and the speed relationship between the vehicle speed and the target vehicle speed, the torque control end point in the sample braking torque and the sample driving torque is determined. Based on the torque control start point and the torque control end point, the sample torque correspondence is interpolated to obtain the torque correspondence.

7. The method according to claim 6, characterized in that, The relationship between the sample torques is characterized by a curve, the slope of which first increases and then decreases as the sample vehicle speed, the sample braking command amount, and the sample driving command amount change.

8. The method according to claim 6, characterized in that, The method further includes: Based on the torque correspondence, the target suspension damping and target suspension stiffness of the vehicle are obtained; At the torque control starting point, the vehicle's current suspension damping and suspension stiffness are enhanced based on the target suspension damping and the target suspension stiffness.

9. A parking control method, characterized in that, The method further includes: Obtain the vehicle's current parking gear position, as well as the contact information between the parking guide wheel and the stop device that matches the parking gear position; Based on the contact information, a matching third target braking torque is generated, and after the vehicle brakes to a stable state, the vehicle is driven and controlled according to the third target driving torque so that parking is completed when the distance between the vehicle's parking pilot wheel and the stop is within the target distance range.

10. A parking control device, characterized in that, The device includes: The data acquisition module is used to acquire the vehicle's current entry gear and the distance between the entry pilot wheel and the stop device that matches the entry gear. The instruction acquisition module is used to acquire the vehicle speed and parking instruction quantity if the distance is less than a set distance. The braking control module is used to query the torque correspondence based on the distance, the vehicle speed, and the parking command quantity to obtain the target parking torque. The torque correspondence is used to characterize the correspondence between distance, vehicle speed, parking command quantity and parking torque. The target parking torque is used to characterize the target torque value corresponding to the current parking torque type of the vehicle. The parking control module is used to control the vehicle's parking based on the target parking torque, so that parking is completed when the distance between the vehicle's entry pilot wheel and the stop is within the target distance range.

11. A vehicle, characterized in that, The vehicle is equipped with a parking control system, which is used to perform the parking control method as described in any one of claims 1 to 10.

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