Lateral parking control method and device of vehicle and vehicle

Abstract

The embodiment of the invention relates to the related technical field of vehicles, and discloses a side parking control method and device of a vehicle and the vehicle. The method comprises the steps of S1, acquiring at least one distance of a first target distance, a second target distance and a third target distance until the distance between the vehicle and the target position of the parking space is controlled to reach a preset safe distance; s2, according to at least one of the first target distance, the second target distance and the third target distance, front wheels and rear wheels of the vehicle are controlled to turn to the first direction, and the front wheels and the rear wheels are controlled to move in the same direction so that the vehicle body can move; s3, according to at least one of the first target distance, the second target distance and the third target distance, front wheels and rear wheels of the vehicle are controlled to turn to the second direction, and the front wheels and the rear wheels are controlled to move in the same direction so that the vehicle body can move; the first direction is different from the second direction. By means of the scheme, the success rate of lateral parking can be increased.

Description

Technical Field

[0001] This invention relates to the field of vehicle-related technology, specifically to a method, device, and vehicle for controlling lateral parking. Background Technology

[0002] Parallel parking is a common parking scenario in driving. In current technology, most vehicles rely on front-wheel steering systems for parallel parking, using cameras or radar to sense the parking space's location and plan the vehicle's movement path. However, in narrow scenarios where there are obstacles in front of and behind the parking space, traditional solutions struggle to achieve parallel alignment and safe parking through simple front-wheel steering adjustments, resulting in a high parking failure rate. Summary of the Invention

[0003] In view of the above problems, embodiments of the present invention provide a method, device and vehicle for controlling lateral parking of a vehicle, which is used to solve the problems in the prior art that make it difficult to achieve parallel alignment and safe parking of the vehicle with the parking space by simply adjusting the front wheel steering, resulting in a high parking failure rate.

[0004] According to one aspect of the present invention, a method for controlling lateral parking of a vehicle is provided, the method comprising:

[0005] Perform the following steps until the vehicle is moved to a preset safe distance from the target parking space location:

[0006] S1. Obtain at least one of the first target distance, the second target distance, and the third target distance; wherein, the first target distance represents the currently movable distance between the vehicle and the target position of the parking space, the second target distance represents the currently movable distance between the vehicle and the target object to the side and in front, and the third target distance represents the currently movable distance between the vehicle and the target object to the side and behind.

[0007] S2. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in a first direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body;

[0008] S3. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in a second direction, and control the front and rear wheels to move in the same direction to move the vehicle body; wherein the first direction is different from the second direction.

[0009] According to another aspect of the present invention, a different method for controlling lateral parking of a vehicle is provided, the method comprising:

[0010] Repeat the following steps until the vehicle is moved to a preset safe distance from the target parking space:

[0011] During the process of a vehicle moving from a parking space to its parking position, the first target distance and the first target parameter of the vehicle are obtained; wherein, the first target distance represents the current movable distance between the vehicle and the target position of the parking space;

[0012] If, based on the first target distance and the first target parameters, it is determined that the vehicle has not moved to a distance that reaches the preset safe distance from the target parking space, then the second target parameters of the vehicle are obtained, and the vehicle is controlled to move in the target direction according to the first target distance and the second target parameters;

[0013] Wherein, if the first target parameter is the second target distance, then the second target parameter is the third target distance, and the target direction is the right rear or left rear of the vehicle; if the first target parameter is the third target distance, then the second target parameter is the second target distance, and the target direction is the right front or left front of the vehicle;

[0014] The second target distance represents the current movable distance between the vehicle and the target object to its side and front, and the third target distance represents the current movable distance between the vehicle and the target object to its side and rear.

[0015] According to another aspect of the present invention, a lateral parking control device for a vehicle is provided, the device comprising:

[0016] The first control unit is used to perform the following steps until the vehicle is moved to a preset safe distance from the target parking space position:

[0017] S1. Obtain at least one of the first target distance, the second target distance, and the third target distance; wherein, the first target distance represents the currently movable distance between the vehicle and the target position of the parking space, the second target distance represents the currently movable distance between the vehicle and the target object to the side and in front, and the third target distance represents the currently movable distance between the vehicle and the target object to the side and behind.

[0018] S2. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in a first direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body;

[0019] S3. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in a second direction, and control the front and rear wheels to move in the same direction to move the vehicle body; wherein the first direction is different from the second direction.

[0020] According to another aspect of the present invention, a different lateral parking control device for a vehicle is provided, the device comprising:

[0021] The second control unit is used to repeatedly execute the following steps until the vehicle is moved to a preset safe distance from the target parking space location:

[0022] During the process of a vehicle moving from a parking space to its parking position, the first target distance and the first target parameter of the vehicle are obtained; wherein, the first target distance represents the current movable distance between the vehicle and the target position of the parking space;

[0023] If, based on the first target distance and the first target parameters, it is determined that the vehicle has not moved to a distance that reaches the preset safe distance from the target parking space, then the second target parameters of the vehicle are obtained, and the vehicle is controlled to move in the target direction according to the first target distance and the second target parameters;

[0024] Wherein, if the first target parameter is the second target distance, then the second target parameter is the third target distance, and the target direction is the right rear or left rear of the vehicle; if the first target parameter is the third target distance, then the second target parameter is the second target distance, and the target direction is the right front or left front of the vehicle;

[0025] The second target distance represents the current movable distance between the vehicle and the target object to its side and front, and the third target distance represents the current movable distance between the vehicle and the target object to its side and rear.

[0026] According to another aspect of the present invention, an electronic device is provided, including: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other through the communication bus;

[0027] The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vehicle lateral parking control method as described in any of the above.

[0028] According to another aspect of the present invention, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction that causes an electronic device / apparatus to perform the operation of the vehicle lateral parking control method as described in any of the preceding embodiments.

[0029] According to another aspect of the present invention, a vehicle is provided, the vehicle including the electronic equipment described above.

[0030] This invention, through its embodiments, controls the front and rear wheels of a vehicle to steer and roll in the same direction synchronously during the vehicle's movement towards the parking position within a parking space. This achieves diagonal translation of the vehicle body. Combined with real-time perception and feedback of the distances between the vehicle and the target position within the parking space, as well as the target objects to the side and rear, an iterative and adjustable closed-loop control method is formed. By leveraging real-time fusion and judgment of multi-distance information and flexible switching between forward and reverse lateral fine-tuning, more precise and safer parking can be achieved in extremely narrow or non-standard parallel parking spaces. This significantly improves the spatial adaptability, operational smoothness, and overall success rate of the parking system, enhancing the user experience of intelligent parking. This invention not only simplifies the parking process and reduces the driver's burden, enabling one-click parking, but also improves the reliability and adaptability of the parking system through real-time data feedback and dynamic adjustments, effectively increasing the success rate and efficiency of parallel parking.

[0031] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0032] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0033] Figure 1 This diagram illustrates the relative position of a vehicle and a parking space according to an embodiment of the present invention.

[0034] Figure 2 A schematic diagram of a vehicle parking trajectory provided by an embodiment of the present invention is shown;

[0035] Figure 3 This diagram illustrates the wheel steering and vehicle movement direction during a vehicle parking process according to an embodiment of the present invention.

[0036] Figure 4 A flowchart of a first embodiment of the vehicle lateral parking control method provided by the present invention is shown;

[0037] Figure 5 A flowchart of another embodiment of the vehicle lateral parking control method provided in this invention is shown;

[0038] Figure 6 A flowchart of another embodiment of the vehicle lateral parking control method provided in this invention is shown;

[0039] Figure 7A flowchart of another embodiment of the vehicle lateral parking control method provided in this invention is shown;

[0040] Figure 8 A schematic diagram of the structure of a first embodiment of the vehicle side parking control device provided in this invention is shown.

[0041] Figure 9 A schematic diagram of a second embodiment of the vehicle side parking control device provided in this invention is shown.

[0042] Figure 10 A schematic diagram of an embodiment of the electronic device provided in this invention is shown. Detailed Implementation

[0043] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. Although exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein.

[0044] In narrow parallel parking scenarios, many drivers struggle to park their vehicles if there are other vehicles or obstacles (such as roadside bollards) in front of or behind the parking space. Existing automatic parking technologies typically rely on the front-wheel steering system for parallel parking. This approach is difficult to use in narrow parallel parking scenarios to park the vehicle parallel to the space, and it has a high failure rate. To address these issues, this invention provides a parallel parking control method for vehicles. Through the coordinated control of the front-wheel and rear-wheel steering systems, and based on dynamically perceived relative distances between the vehicle, the parking space, and obstacles, an alternating crab-like motion trajectory is planned and executed. This enables the vehicle to achieve parallel alignment and safe parking in narrow parallel parking spaces, thereby improving the parking success rate in such scenarios.

[0045] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0046] It should be noted that the execution subject of the vehicle side parking control method provided in the embodiments of the present invention can be the vehicle side parking control device. The parking control device can be deployed on electronic devices such as vehicle controllers, cockpit domain controllers or other vehicle terminal devices, and is applicable to automatic parking systems or intelligent driving assistance systems. The embodiments of the present invention do not impose any limitations, and the method of the present invention can be implemented by software, hardware or a combination of software and hardware.

[0047] For example, Figure 1 This diagram illustrates the relative position of a vehicle and a parking space according to an embodiment of the present invention. In narrow lateral parking scenarios, such as edge parking spaces in parking lots, narrow driveways in residential areas, and single-sided parking lanes in commercial areas—special scenarios where both left-hand and right-hand parking are permitted—[the diagram is used]. Figure 1 As shown, before parking begins, the vehicle may be positioned to the right front, right rear, left front, or left rear of the parking space. Regardless of the vehicle's location... Figure 1 In any position, based on the vehicle side parking control method provided in this embodiment of the invention, the vehicle can be controlled to continuously and alternately perform crab-like movements in a Z-shaped trajectory in the diagonal forward or diagonal backward direction, so that the vehicle continuously approaches the inner side of the parking space in a parallel posture to the parking space, and finally completes the side parking.

[0048] For example, Figure 2 A schematic diagram of a vehicle parking trajectory provided by an embodiment of the present invention is shown. Figure 2 As shown in the diagram, vehicles 1-4 are all facing forward. Their relative positions to the front, rear, inner, and outer edges of the parking space are illustrated. The front edge of the parking space is the boundary / parking space line beyond which a vehicle should not proceed after parking; the rear edge is the boundary beyond which a vehicle should not proceed after parking; the inner edge is the innermost boundary line of the parking space, furthest from the passageway, and is the boundary beyond which a vehicle should not proceed; the outer edge is the outermost boundary of the parking space, closest to the passageway, and is the boundary that a vehicle must cross when entering the space. The driving trajectories of vehicles 1-4, located to the right rear, right front, left rear, and left front of the parking space, during the parking process may be as follows: Figure 2 As shown, the vehicle makes alternating crab-like movements in a zigzag pattern, moving diagonally forward or backward until it completes parking.

[0049] For example, Figure 3 This diagram illustrates the wheel steering and vehicle movement direction during a vehicle parking process according to an embodiment of the present invention. Figure 3 As shown, taking the vehicle as an example where it is located to the left rear of the parking space (i.e., the parking space is located to the right front of the vehicle) before parking begins, when controlling the vehicle to park, you need to first control the front and rear wheels of the vehicle to turn to the right by a first angle, and then control the vehicle to move to the right front in a crab-like motion to bring the vehicle closer to the inside of the parking space.

[0050] The initial angle is related to the vehicle's lateral movement distance and the maximum turning angle that the wheels can perform. First, the distance between the vehicle and obstacles on the side, and the distance between the vehicle and the outer edge of the parking space (i.e., the outer boundary of the parking space) can be measured using a vehicle perception system (such as a camera, millimeter-wave radar, ultrasonic radar, lidar, etc.). The smaller of these two distances is selected as the initial distance, denoted as w1. Then, a crab-like driving trajectory for the vehicle in the right-forward direction can be planned based on the initial distance w1. Assuming the angle between the planned trajectory line and the vehicle's longitudinal direction is θ (defined as positive for left turn and negative for right turn), considering the turning angle constraints of the front and rear wheels, the first angle θ = -min{arctan[(w1-Δw) / Lf], θ_Frnt_max, θ_Rear_max}. Where Δw is the safety distance reserved for the vehicle's movement trajectory, Lf is the vehicle's wheelbase (i.e., the distance between the vehicle's geometric center and the front axle), θ_Frnt_max is the maximum steering angle that the front wheels of the vehicle can perform, and θ_Rear_max is the maximum steering angle that the rear wheels of the vehicle can perform.

[0051] During vehicle movement, the system continuously monitors the distance L1 between the vehicle and a target object to the side (e.g., vehicles, walls, or other obstacles / specific targets in front, to the side, and / or to the side, or the front edge of a parking space), and the distance W2 between the vehicle and the target position of the parking space (e.g., the inner edge of the parking space). If the distance W2 between the vehicle and the target position of the parking space reaches the parking target value w_tar (representing the safe distance between the vehicle and the target position of the parking space) before the distance L1, parking is considered complete. If the distance L1 between the vehicle and the target object to the side reaches the longitudinal safety threshold L_lim (representing the safe distance between the vehicle and the target object to the side) before the distance W2, then parking is considered complete. Figure 3 As shown, control both the front and rear wheels of the vehicle to turn to the left by a second angle, and control the vehicle to perform a crab-like movement to the right rear.

[0052] At this point, the second angle at which the wheel turns to the left (i.e., the control angle) is related to the vehicle's drivable distance in the lateral and longitudinal directions and the maximum turning angle that the wheel can execute. Assuming that the distance from the vehicle to the target position of the parking space measured by the perception system is w2, and the distance from the vehicle to the target object to the side and rear (e.g., it could be a vehicle, wall, or other obstacle / specific target object behind, to the side, and / or to the side and rear, or the rear edge of the parking space, etc.) is L2, then the second angle θ = min{arctan[(w2-w_tar) / (L2-L_tar2)], θ_Frnt_max, θ_Rear_max}, where L_tar2 is the safe distance between the vehicle and the target object to the side and rear.

[0053] During vehicle movement, the vehicle perception system continuously senses the distance between the vehicle and the target object to the side and rear, as well as the distance between the vehicle and the target parking space. If the distance between the vehicle and the target parking space reaches the parking target value first, parking is completed; otherwise, a third trajectory planning is required, causing the vehicle to perform a crab-like movement in the right-forward direction. The angle θ of the movement trajectory is calculated similarly to the right-rear crab-like movement trajectory. By controlling the vehicle to alternately perform a Z-shaped crab-like movement in the right-forward and right-rear directions, parking is completed.

[0054] like Figure 3 As shown, when the parking space is located to the right front of the vehicle, the vehicle side parking control method provided in this embodiment of the invention, by coordinating the front wheel steering system and the rear wheel steering system, repeatedly and alternately plans the vehicle's crab-like movement trajectory in the right front and right rear directions, can control the vehicle to always approach the inner side of the parking space in a direction parallel to the side parking space. This not only ensures that the vehicle and the parking space remain parallel, but also ensures that the vehicle will not collide with obstacles in front of or behind the parking space during the parking process, improving the convenience of parking close to the edge in narrow side spaces. It can also automatically achieve side parking for drivers who are not good at side parking.

[0055] Figure 4 A flowchart of a first embodiment of the lateral parking control method for a vehicle provided by this invention is shown. This method can be executed by a parking control device, which is communicatively connected to the vehicle's perception system (such as ultrasonic radar, camera, millimeter-wave radar, etc.) and chassis control system (such as steer-by-wire system, drive motor controller, etc.). Figure 4 As shown, the vehicle lateral parking control method provided in this embodiment of the invention may include the following steps:

[0056] Execute steps S1 to S3 until the vehicle is moved to a distance from the target parking space location that reaches a preset safe distance. In actual parking scenarios, at least one step of steps S1 to S3 can be executed repeatedly to form a closed-loop control process until the vehicle is moved to a distance from the final target parking space location (i.e., the target posture and coordinate position of the vehicle after parking in the parking space) that reaches a preset safe distance (this preset safe distance can be a very small threshold set by the system, indicating that the vehicle is close enough to the target position to perform final posture fine-tuning or parking).

[0057] S1. Obtain at least one of the following distances: first target distance, second target distance, and third target distance.

[0058] The first target distance represents the current movable distance between the vehicle and the target parking space; the second target distance represents the current movable distance between the vehicle and the target object to the side and in front; and the third target distance represents the current movable distance between the vehicle and the target object to the side and behind.

[0059] For example, this embodiment, through iterative and dynamic oblique crab-like movement adjustment, enables vehicles to park smoothly and accurately in lateral parking spaces, especially suitable for narrow or non-standard parking spaces. In this embodiment, the first target distance represents the currently movable distance between the vehicle (typically using a reference point on the vehicle, such as the rear axle center or the vehicle's geometric center) and the target parking space position. The target parking space position is the ideal final parking position of the vehicle within the parking space, pre-calculated based on parking path planning; for example, the target parking space position can be the inner edge of the parking space. In practical applications, the real-time distance between the vehicle and the target parking space position, measured by side sensors (such as ultrasonic sensors, lidar, or cameras), can be determined as the first target distance. Furthermore, to reduce collision risk, the vehicle's kinematic constraints and the surrounding environment can be comprehensively considered, and the maximum feasible distance the vehicle can move to the target parking space position at the current moment, i.e., the distance between the vehicle and the target parking space position minus a preset safety threshold w_tar, can be determined as the first target distance. The first target distance is used to determine whether the gap between the vehicle and the side of the parking space meets the parking target, and can also avoid scratches.

[0060] The second target distance refers to the currently movable distance between the vehicle (usually with reference to the side of the front bumper or the area near the front wheels) and a target object in front of it (such as vehicles in front / to the side, walls, curbs, the front edge of parking spaces, etc.). The second target distance represents the available safe movement space for the vehicle in the forward direction, used to prevent frontal collisions. In practical applications, the real-time distance between the vehicle and the target object in front of it, obtained by front sensors (such as ultrasonic sensors on the front bumper), can be determined as the second target distance. Alternatively, considering vehicle kinematic constraints and the surrounding environment, the maximum feasible distance the vehicle can move towards the target object in front of it at the current moment can be determined as the second target distance, which is the real-time distance between the vehicle and the target object minus a preset forward longitudinal safety threshold L_lim.

[0061] The third target distance refers to the currently movable distance between a vehicle (usually with reference to the side of the rear bumper or the area near the rear wheels) and a target object to the side / rear (such as vehicles behind / to the side / rear), wall, curb, or the rear edge of a parking space. The third target distance represents the available safe movement space for the vehicle in the rearward direction, used to prevent rear-end collisions. In practical applications, the real-time distance between the vehicle and the target object to the side / rear, obtained through rear sensors (such as ultrasonic sensors on the rear bumper), can be determined as the third target distance. Alternatively, considering vehicle kinematic constraints and the surrounding environment, the maximum feasible distance the vehicle can move towards the target object to the side / rear at the current moment can be determined as the third target distance, which is the real-time distance between the vehicle and the target object minus a preset rear longitudinal safety threshold L_lim.

[0062] The second and third target distances are used to assess the vehicle's front and rear positions in the parking space to prevent collisions at the front / rear of the vehicle during parking, and are also used to generate subsequent control commands.

[0063] During the process of a vehicle moving from the parking space to its parking position (i.e., combined with...) Figure 2 or Figure 3 As shown, after the vehicle has made its first move, passed the outer edge of the parking space, and partially entered the parking space, by simultaneously or selectively acquiring the current movable distance between the vehicle and the target position, the current movable distance between the vehicle and the target object in front of it, and the current movable distance between the vehicle and the target object behind it, it is possible not only to fully perceive the relative positional relationship between the vehicle and the environment, but also to quantify the currently available safe movement space. This provides a multi-dimensional data foundation for subsequent precise and safe movement control, enhancing the environmental adaptability and safety of the parking process.

[0064] S2. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the first direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body.

[0065] For example, based on one or more target distance information obtained in step S1, the parking control device can generate control commands. The first direction is a specific steering angle direction pointing left or right. For example, it could be turning the wheels to the left by a certain angle. Simultaneously with steering in the first direction, the drive motors (or via the transmission system) of the front and rear wheels are controlled to roll in the same direction (e.g., simultaneously rolling clockwise forward or simultaneously rolling counterclockwise backward) and at a coordinated speed. Because the front and rear wheels steer and drive in the same direction, the vehicle will produce a motion trajectory that approximates lateral translation or diagonal movement, rather than the arc trajectory produced by the steering of the front wheels in a traditional vehicle. The specific decision of whether the first direction of steering of the front and rear wheels is left or right, simultaneously moving clockwise forward, or simultaneously moving counterclockwise backward, is determined based on the vehicle's position during the actual parking process, aiming to park the vehicle in the parking position.

[0066] S3. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the second direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body; wherein the first direction is different from the second direction.

[0067] For example, after completing the movement in step S2, or during the cyclic control process based on the latest distance perception result, the parking control device controls the front and rear wheels of the vehicle to steer in a second direction. This second direction differs from the aforementioned first direction. For instance, if the first direction is left, the second direction is right; and vice versa. The steering angle can also be dynamically calculated based on real-time distance information. Similarly, the wheels are controlled to move in the same direction in the second steering direction, causing the vehicle body to produce an oblique movement that is different from or opposite to the movement trend in step S2.

[0068] By alternating or switching to different directions of diagonal movement as needed, the lateral position of the vehicle within the parking space can be efficiently adjusted. For example, if step S2 causes the front of the vehicle to get too close to the target object on the side, step S3 can control the vehicle to make a slight adjustment in the opposite direction to maintain a safe clearance and continue moving towards the target position. This ability to make fine adjustments in both directions is key to achieving high-precision gliding parking.

[0069] Based on real-time perception and vehicle position status, this embodiment dynamically determines whether to execute S2, S3, or both in a specific order in the current control cycle. After each execution, the vehicle position is updated, and the latest distance information is obtained again through S1 for evaluation. When the evaluation determines that the first target distance between the current position and the target parking space position is less than or equal to the system's preset safe distance threshold (e.g., the lateral distance difference is within the tolerance range), and the distances to the target objects in front of and behind the sides are both within the safe range, the cycle terminates. Finally, the control device controls the vehicle to adjust to a straight direction (if necessary) and performs parking (e.g., cutting off power and applying the parking brake).

[0070] In this embodiment, by controlling the front and rear wheels of the vehicle to steer synchronously and move in the same direction, the vehicle body achieves diagonal translation. Combined with the perception and feedback of real-time distances between the vehicle and the target position of the parking space, as well as the target objects to the side front and side rear, an iterative and adjustable closed-loop control method is formed. With the real-time fusion judgment of multi-distance information and the flexible switching of forward and reverse lateral fine-tuning, more accurate and safer parking can be achieved in extremely narrow or non-standard side parking spaces, greatly improving the spatial adaptability, operational smoothness and overall success rate of the parking system, and improving the user experience of intelligent parking.

[0071] As a specific and preferred implementation of the above generalized method, Figure 5 A flowchart of another embodiment of the vehicle lateral parking control method provided by the present invention is shown. In this embodiment, it is implemented through a specific loop control logic. Figure 4 The method framework shown can be executed by a parking control device. For example... Figure 5 As shown, the vehicle lateral parking control method provided in this embodiment of the invention may include the following steps:

[0072] Repeat the following steps until the vehicle is moved to a preset safe distance from the target parking space:

[0073] Step 510: During the process of the vehicle moving from the parking space to the parking position, obtain the first target distance and the first target parameters of the vehicle.

[0074] The first target distance represents the currently movable distance between the vehicle and the target parking space.

[0075] Step 520: If, based on the first target distance and the first target parameters, it is determined that the vehicle has not moved to a distance that reaches the preset safe distance from the target parking space, then the second target parameters of the vehicle are obtained, and the vehicle is controlled to move in the target direction according to the first target distance and the second target parameters.

[0076] Wherein, if the first target parameter is the second target distance, then the second target parameter is the third target distance, and the target direction is the right rear or left rear of the vehicle; if the first target parameter is the third target distance, then the second target parameter is the second target distance, and the target direction is the right front or left front of the vehicle; the second target distance represents the currently movable distance between the vehicle and the target object in front of the side, and the third target distance represents the currently movable distance between the vehicle and the target object in the rear.

[0077] For example, in this embodiment of the invention, steps 510 and 520 need to be repeated until the vehicle is moved to the parking space, that is, until the distance between the vehicle and the target parking space position reaches a preset safe distance. After the vehicle is moved to the parking space, parking is completed. For example, it can be determined that the vehicle has been fully parked in the parking space and maintains a safe distance from the edge of the parking space, or when the system detects a parking completion signal. How to determine whether the vehicle has moved to the parking space can be set according to actual needs, and this embodiment of the invention does not impose any limitations. By repeatedly executing the above steps, different parking space sizes and vehicle dynamics can be adapted to improve the parking success rate.

[0078] When a driver selects a parallel parking space, or when a parking space is detected to the side of the vehicle and there are other vehicles or obstacles in front of and behind the parking space, the parallel parking control method provided in this embodiment of the invention can be used to control the vehicle to park. During the movement of the vehicle in the parking space, the parking control device acquires at least one of the vehicle's first target distance, second target distance, and third target distance, and dynamically plans the vehicle's movement trajectory based on this distance to achieve efficient and accurate parallel parking.

[0079] The first target distance refers to the currently movable distance between the vehicle (usually using a reference point on the vehicle, such as the rear axle center or the vehicle's geometric center) and the target parking space position. In practical applications, the real-time distance between the vehicle and the target parking space position, measured by side sensors (such as ultrasonic sensors, lidar, or cameras), can be determined as the first target distance. Alternatively, considering vehicle kinematic constraints and the surrounding environment, the first target distance can be determined by subtracting a preset safety threshold w_tar from the measured real-time distance between the vehicle and the target parking space position. This application embodiment does not impose any limitations. The first target distance is used to determine whether the clearance between the vehicle and the side of the parking space meets the parking target, and can also prevent scratches.

[0080] When the first target parameter is the second target distance, the second target parameter becomes the third target distance; conversely, when the first target parameter is the third target distance, the second target parameter becomes the second target distance. The second target distance refers to the currently movable distance between the vehicle and a target object to the side (e.g., the front edge of the parking space), and the third target distance refers to the currently movable distance between the vehicle and a target object to the side (e.g., the rear edge of the parking space). Specifically, the first and second target parameters can be dynamically determined based on the vehicle's movement during parking. If the vehicle is moving forward, the first target parameter is the second target distance; if the vehicle is moving backward, the first target parameter is the third target distance. The second and third target distances can be obtained through front and rear sensors (such as ultrasonic sensors on the front and rear bumpers) and preset front and rear longitudinal safety thresholds to assess the vehicle's position within the parking space.

[0081] After the vehicle begins parking and during its movement from the parking space towards its final parking position, the parking control device continuously acquires real-time data on the first target distance and first target parameters via sensors. For example, when the vehicle moves from its initial position into the parking space, the sensors are first initialized, and the type of the first target parameter is determined based on the vehicle's direction of movement (e.g., forward or backward). Subsequently, the first target distance and first target parameters are compared with preset conditions (e.g., checking whether the first target distance reaches a parking threshold and whether the first target parameters reach a longitudinal safety threshold). When it is determined that the first target distance and first target parameters have not met the preset conditions, i.e., the parking process has ended, the parking control device needs to further acquire the vehicle's second target parameters and control the vehicle to move towards the target direction based on the first target distance and second target parameters. For example, if the first target distance has not yet reached the parking threshold, the vehicle is controlled to move towards the target direction based on the first target distance and second target parameters. The front-wheel steering system and rear-wheel steering system are used to control the wheel steering, and the vehicle is controlled to move towards the target position of the parking space. During the movement, distance changes are continuously monitored until parking is completed.

[0082] The target direction refers to the direction the vehicle is moving, including right rear, left rear, right front, or left front. The choice of target direction depends on the type of the first target parameter. If the first target parameter is the second target distance, the target direction is right rear or left rear (indicating the vehicle needs to move backward); if the first target parameter is the third target distance, the target direction is right front or left front (indicating the vehicle needs to move forward). The specific direction is determined by the vehicle's current attitude and parking space layout (for example, in right-hand drive areas, the target direction may be preferentially chosen to be left rear).

[0083] Combination Figure 2 and Figure 3As shown, when controlling a vehicle for parallel parking in a narrow space, before the vehicle begins parking, if the parking space is located to the right front of the vehicle, it may be necessary to control the vehicle to perform a crab-like movement in a zigzag pattern, alternating between right front and right rear; if the parking space is located to the right rear of the vehicle, it may be necessary to control the vehicle to perform a crab-like movement in a zigzag pattern, alternating between right rear and right front; if the parking space is located to the left front of the vehicle, it may be necessary to control the vehicle to perform a crab-like movement in a zigzag pattern, alternating between left front and left rear; if the parking space is located to the left rear of the vehicle, it may be necessary to control the vehicle to perform a crab-like movement in a zigzag pattern, alternating between left rear and left front, until the vehicle moves to the parking space and the parking is completed.

[0084] In this embodiment, by dynamically adjusting the vehicle's direction of movement based on real-time monitoring of the distance between the vehicle and the edge of the parking space, efficient and accurate parallel parking can be achieved, improving the parking success rate. Specifically, during the vehicle's movement within the parking space, by acquiring the first target distance and first target parameters in real time, the relative position of the vehicle and the parking space can be dynamically perceived. This not only helps avoid collisions or parking deviations caused by inaccurate distance estimation but also improves parking safety and accuracy. Furthermore, by cyclically executing the distance acquisition and direction control steps and dynamically selecting the second target parameter and target direction based on the type of the first target parameter, the parking control method provided in this embodiment can adapt to different parking scenarios (such as forward or reverse parking), enhancing the system's flexibility and versatility, and achieving precise positioning and movement of the vehicle within the parking space. This invention not only simplifies the parking process and reduces the driver's burden but also improves the reliability and adaptability of the parking system through real-time data feedback and dynamic adjustment, effectively increasing the success rate and efficiency of parallel parking.

[0085] Figure 6 A flowchart of another embodiment of the lateral parking control method for a vehicle provided in this invention is shown, which can be executed by a parking control device. Figure 6 As shown, the vehicle lateral parking control method provided in this embodiment of the invention may include the following steps:

[0086] Step 610: Based on the vehicle's current location, the parking space's location, and the surrounding environment, control the vehicle to move from its current location to the parking space.

[0087] For example, when it is necessary to control a vehicle to perform parallel parking, the parking control device first needs to control the vehicle to move from its current position to the parking space based on the vehicle's current position, the parking space position, and surrounding environmental information. Specifically, controlling the vehicle to move from its current position to the parking space based on the vehicle's current position, the parking space position, and surrounding environmental information may include the following steps 611 to 613.

[0088] Step 611: When a parking space is detected to the side of the vehicle and there are other obstacles in front of and behind the parking space, obtain the initial distance of the vehicle.

[0089] The initial distance represents the distance from which a vehicle can enter the outer edge of the parking space without obstruction from the side.

[0090] For example, when a driver selects a parallel parking space, or when an onboard sensing system (such as ultrasonic radar, surround-view camera, or lidar) detects a parking space to the side of the vehicle and other vehicles or obstacles in front of and behind the parking space, the parallel parking control method provided in this embodiment of the invention can be used to control the vehicle to perform parking. Specifically, the parking control device can first obtain the initial distance of the vehicle through the onboard sensing system. The initial distance refers to the minimum distance from the side of the vehicle to the outer edge of the parking space (i.e., the edge of the parking space closest to the roadway for vehicle passage) that allows unobstructed entry. This distance reflects the lateral distance between the vehicle and the parking space when parking begins and is a key parameter for calculating the initial steering angle.

[0091] In one example, obtaining the vehicle's initial distance can include: obtaining the distance between the side of the vehicle and the outer edge of the parking space, and the distance between the side of the vehicle and other obstacles on the side, and determining the minimum of the two as the vehicle's initial distance. Understandably, when controlling a vehicle's parking, it's necessary to prevent the vehicle from interfering with the edge of the parking space and obstacles; therefore, the smaller of these two distances can be chosen as the vehicle's initial distance. Accurately obtaining the vehicle's initial distance provides accurate input parameters for subsequent calculations, ensuring the vehicle can begin the parking process at the optimal angle and avoiding parking failures due to improper initial positioning.

[0092] Step 612: Determine the initial turning angle based on the initial distance and vehicle wheelbase.

[0093] The vehicle wheelbase, the distance between the vehicle's geometric center and the front axle, is a fundamental geometric parameter that directly affects the vehicle's turning characteristics. The initial turning angle refers to the angle the front and rear wheels need to rotate when the vehicle begins parking; it is the initial steering parameter to ensure the vehicle can smoothly enter the parking space. For example, the initial turning angle can be calculated based on wheel steering geometry principles to ensure the vehicle can begin parking along the optimal path; this embodiment of the invention does not impose limitations on this. By combining the vehicle's own parameters (wheelbase) and real-time environmental parameters (initial distance) to calculate the vehicle's initial turning angle, the parking path can be made more consistent with the vehicle's kinematic characteristics, thereby improving the success rate of parking on the first attempt.

[0094] Optionally, in one possible embodiment, determining the initial turning angle based on the initial distance and vehicle wheelbase may include:

[0095] S01. Determine the third initial turning angle based on the initial distance, the initial safe distance, and the vehicle wheelbase. The initial safe distance is the safe distance between the side of the vehicle and the obstacle; it is the minimum safe interval that must be maintained between the vehicle and the obstacle. This parameter ensures that the vehicle has sufficient safety margin with respect to side obstacles when parking begins. It is typically set to 20-40 cm depending on the vehicle width and the driver's skill level; this embodiment of the invention does not impose such a limitation. The third initial turning angle represents the angle between the currently determined future driving trajectory line of the vehicle and the vehicle's longitudinal direction, i.e., the angle at which the wheels need to rotate.

[0096] S02. Determine the minimum value among the third initial steering angle, the first preset steering angle, and the third preset steering angle as the initial steering angle. The first preset steering angle is the maximum steering angle that the vehicle's front wheels can execute; it is the maximum mechanical steering angle that the vehicle's front-wheel steering system can perform, determined by the hardware design of the vehicle's steering system, and is typically 30°-40°. This parameter reflects the limits of the vehicle's front-wheel steering capability. The second preset steering angle is the maximum steering angle that the vehicle's rear wheels can execute; it is the maximum mechanical steering angle that the vehicle's rear-wheel steering system can perform. This parameter is also determined by the hardware limitations of the rear-wheel steering system and is typically smaller than the maximum steering angle of the front wheels.

[0097] For example, during parallel parking, the choice of the initial turning angle directly affects the rationality and safety of the parking path. If the initial turning angle is too large, the vehicle may approach the inner obstacle too early; if the initial turning angle is too small, the limited space may not be fully utilized to complete the parking. Optionally, in this embodiment, the third initial turning angle θ3 can be calculated using the following formula: third initial turning angle θ3 = arctan[(w1-Δw) / Lf; where w1 is the initial distance, Δw is the initial safety distance, and Lf is the vehicle wheelbase. Then, the values ​​of the third initial turning angle, the first preset turning angle, and the third preset turning angle are compared, and the minimum value among the three is selected as the initial turning angle of the vehicle.

[0098] This optional embodiment calculates the third initial turning angle by introducing an initial safety distance and vehicle wheelbase. This makes the calculated third initial turning angle more conservative, safe, and reasonable, effectively avoiding the risk of the vehicle scraping against side obstacles during the initial parking phase. Simultaneously, by fully considering the vehicle's actual movement capabilities and system limitations, selecting the minimum value as the vehicle's initial turning angle ensures that the steering angle does not exceed the system's mechanical limits, preventing overload damage to the steering system. This optional method, by reasonably determining the initial turning angle, allows the vehicle to enter the parking space at the optimal entry angle, making full use of available space and reducing the number of subsequent adjustments. It is particularly suitable for parallel parking in narrow environments, enabling safe and smooth parking operations within limited space, significantly reducing collision risk, and improving the reliability of the parking system and user experience.

[0099] Step 613: Based on the initial turning angle, control the vehicle to move diagonally towards the parking space.

[0100] Understandably, the initial direction of the vehicle's movement, as well as the first and second directions of subsequent movement, are related to the vehicle's relative position to the parking space before parking begins. Specifically, when the parking space is located to the right front of the vehicle (e.g.,...) Figure 2 When vehicle 3 is in the parking space, the initial diagonal direction of movement is right front. Subsequent movements are first to the left, requiring the front and rear wheels to turn left and roll counter-clockwise backward. The second direction is right, requiring the front and rear wheels to turn right and roll clockwise forward. When the parking space is located to the right rear of the vehicle (e.g.,...) Figure 2 When vehicle 4 is in the parking space, its initial diagonal movement is to the right rear. Subsequent movements are first to the right, requiring the front and rear wheels to turn right and roll clockwise forward. The second direction is to the left, requiring the front and rear wheels to turn left and roll counter-clockwise backward. When the parking space is located to the left front of the vehicle (e.g., ... Figure 2 When vehicle 1) is in the parking space, the initial diagonal direction of movement is left front. Subsequent movements are first to the right, requiring the front and rear wheels to turn right and roll counter-clockwise backward. The second direction is left, requiring the front and rear wheels to turn left and roll clockwise forward. When the parking space is located to the left rear of the vehicle (e.g., ... Figure 2 When vehicle 2) is in the parking space, the initial diagonal movement is to the left rear. Subsequent movements are firstly to the left, requiring the front and rear wheels to turn left and roll clockwise. The second direction is to the right, requiring the front and rear wheels to turn right and roll counter-clockwise. Upon user input or initial perception of the parking space, the system can determine the parking space's position relative to the vehicle, thus determining the initial diagonal movement direction, as well as the first and second directions of subsequent movements.

[0101] For example, after the initial turning angle of the vehicle is determined, the parking control device can control the front and rear wheels through the front wheel steering system and the rear wheel steering system to turn in a specific direction determined based on the position of the parking space relative to the vehicle. After both the front and rear wheels have reached the initial turning angle, the vehicle is controlled to perform a crab-like movement in the corresponding direction, so that the vehicle moves closer to the inside of the parking space.

[0102] Combination Figure 2 As shown, when a parking space is detected to be in front of the vehicle on the left, the vehicle is controlled to move diagonally to the left front; when a parking space is detected to be behind the vehicle on the left, the vehicle is controlled to move diagonally to the left rear; when a parking space is detected to be in front of the vehicle on the right, the vehicle is controlled to move diagonally to the right front; and when a parking space is detected to be behind the vehicle on the right, the vehicle is controlled to move diagonally to the right rear.

[0103] In this embodiment of the invention, after controlling the vehicle to begin moving diagonally toward the parking space based on the initial turning angle, the following steps need to be performed until the vehicle is controlled to move to the parking space and the parking is confirmed to be complete.

[0104] Step 620: During the process of the vehicle moving from the parking space to the parking position, execute step S1: obtain at least one of the first target distance, the second target distance, and the third target distance of the vehicle.

[0105] The first target distance represents the current movable distance between the vehicle and the target parking space; the second target distance represents the current movable distance between the vehicle and the target object to the side and in front; and the third target distance represents the current movable distance between the vehicle and the target object to the side and behind.

[0106] It should be noted that the specific implementation of step 620 can be referred to other embodiments, and will not be elaborated here.

[0107] Step 630: Determine whether the vehicle has moved to a distance that reaches the preset safe distance from the target parking space position.

[0108] That is, determine whether the vehicle has been moved to the parking space. If yes, proceed to step 640; otherwise, proceed to step 650.

[0109] If it is determined that the second target distance reaches the second limit value before the first target distance reaches the second limit value, or the third target distance reaches the third limit value before the first target distance reaches the third limit value, then it can be determined that the vehicle has not moved to the parking space. The first limit value represents the safe distance between the vehicle and the target position of the parking space. This value is usually determined based on the vehicle width, the unfolded width of the rearview mirror, and safety margin, and is generally set to 15-25 cm, but can also be set to 0. When the first target distance is less than this value, the vehicle is considered too close to the inside, posing a collision risk. The second limit value represents the safe distance between the vehicle and the target object to the side and in front, which is the safe distance to avoid the vehicle colliding with obstacles in the longitudinal direction. It is usually set according to the size of the parking space. The third limit value represents the safe distance between the vehicle and the target object to the side and behind, which is the safe distance to avoid the vehicle colliding with obstacles in the longitudinal direction. It is usually set according to the size of the parking space. This embodiment of the invention does not limit the specific values ​​of the first, second, and third limit values.

[0110] For example, during the process of the vehicle moving in the parking space, the parking control device can obtain at least one of the first target distance, second target distance, and third target distance of the vehicle in real time according to actual needs, and make a judgment. If the second target distance or the third target distance is detected to reach its corresponding limit value before the first target distance, that is, the movement space in front or behind the vehicle is close to the limit before the vehicle has maintained a safe distance from the inside, it indicates that the vehicle has not yet completed parking and needs to continue to adjust. Therefore, the parking control device executes step 650.

[0111] This optional solution provides multiple safety guarantees for vehicles through dual distance monitoring and limit judgment, making it particularly suitable for use in extremely narrow parking environments and effectively improving the parking success rate.

[0112] Optionally, if it is determined that the first target distance reaches the first limit value before the second target distance or the third target distance reaches the third limit value, then the vehicle is determined to have completed parking.

[0113] For example, when the first target distance reaches its corresponding limit value before the second or third target distance, it indicates that the vehicle has safely approached the inner side, and there is still a safety margin in the forward and backward directions. This state usually represents an ideal parking position. In this case, the parking process can be terminated immediately, and the parking completion operation (such as step 640) can be performed, thereby avoiding unnecessary back-and-forth adjustments and shortening the parking time.

[0114] Step 640: Confirm that the vehicle has completed parking.

[0115] Optionally, when the vehicle is determined to be parked, the vehicle can be brought to a complete stop, the steering wheels can be returned to center, and a parking completion signal can be issued.

[0116] Step 650: Based on the vehicle's current location, proceed to step S2 or S3.

[0117] After each execution of step S2 or step S3, step S1 is executed again and a judgment is made.

[0118] Step S2 involves controlling the front and rear wheels of the vehicle to steer in a first direction based on at least one of the first target distance, the second target distance, and the third target distance, and controlling the front and rear wheels to move in the same direction so that the vehicle body moves.

[0119] Step S3 is as follows: Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the second direction, and control the front and rear wheels to move in the same direction so that the vehicle body moves; wherein the first direction is different from the second direction.

[0120] It should be noted that the specific implementation of step 650 can be referred to other embodiments, and will not be elaborated here.

[0121] Understandably, in steps S2 and S3, when controlling the front and rear wheels of the vehicle to steer in a first or second direction based on at least one of the first target distance, the second target distance, and the third target distance, the control angle of the vehicle must first be determined. Specifically, this may include: determining the control angle of the vehicle based on at least one of the first target distance, the second target distance, and the third target distance.

[0122] If it is necessary to control the front and rear wheels to roll forward clockwise in the same direction, that is, if it is necessary to control the vehicle to move diagonally forward, then: determine the control angle based on the first target distance and the second target distance;

[0123] If it is necessary to control the front and rear wheels to roll backward in the same direction counterclockwise, that is, if it is necessary to control the vehicle to move diagonally backward, then: determine the control angle based on the first target distance and the third target distance.

[0124] In practical applications, the control angle of a vehicle can be determined in different ways, such as by calculation using a specific formula, and this embodiment of the invention does not impose any limitations.

[0125] Optionally, in one possible embodiment, determining the control angle based on the first target distance and the second target distance may include:

[0126] S10. Determine the first initial turning angle based on the distance to the first target and the distance to the second target;

[0127] S20. Determine the minimum value among the first initial turning angle, the first preset turning angle, and the second preset turning angle to control the turning angle; wherein, the first preset turning angle is the maximum turning angle that the front wheels of the vehicle can perform, and the second preset turning angle is the maximum turning angle that the rear wheels of the vehicle can perform.

[0128] Similarly, determining the control angle based on the distances to the first and third targets can include:

[0129] S30. Determine the second initial turning angle based on the distances to the first and third targets;

[0130] S40. Determine the minimum value among the second initial turning angle, the first preset turning angle, and the second preset turning angle to control the turning angle.

[0131] For example, the parking control device can employ an optimization algorithm based on vehicle kinematics and environmental constraints to calculate a first initial turning angle based on a first target distance and a second target distance; similarly, it can calculate a second initial turning angle based on the first target distance and a third target distance. For instance, the first and second target distances can be uniformly incorporated into the calculation model, and the model can directly output the first initial turning angle; similarly, the first and third target distances can be uniformly incorporated into the calculation model, and the model can directly output the second initial turning angle, etc. Then, the values ​​of the first initial turning angle, the first preset turning angle, and the second preset turning angle are compared, and the minimum value among the three is selected as the control turning angle of the vehicle when the front and rear wheels need to be controlled to roll forward clockwise in the same direction; or, the values ​​of the second initial turning angle, the first preset turning angle, and the second preset turning angle are compared, and the minimum value among the three is selected as the control turning angle of the vehicle when the front and rear wheels need to be controlled to roll backward counterclockwise in the same direction.

[0132] Optionally, in one possible embodiment, the first initial turning angle is θ1 = arctan[(W - W_tar) / (L1 - L_tar1); where (W - W_tar) is the first target distance, W can be the distance between the vehicle and the target position of the parking space, and W_tar can be a preset safety threshold; (L1 - L_tar1) is the second target distance, L1 can be the real-time distance between the vehicle and the target object to the side and front, and L_tar1 can be a preset forward longitudinal safety threshold. That is, when it is necessary to control the front wheels and rear wheels to roll forward clockwise in the same direction, the control turning angle of the vehicle is θ = min{θ1, θ_Frnt_max, θ_Rear_max}, where θ_Frnt_max is the first preset turning angle, and θ_Rear_max is the second preset turning angle. The second initial turning angle is θ2 = arctan[(W - W_tar) / (L2 - L_tar2); where (L2 - L_tar2) is the third target distance, L2 can be the real-time distance between the vehicle and the target object to the side and rear, and L_tar2 can be a preset rear longitudinal safety threshold. In other words, when it is necessary to control the front and rear wheels to roll counterclockwise backward in the same direction, the vehicle's control turning angle is θ = min{θ2, θ_Frnt_max, θ_Rear_max}, where θ_Frnt_max is the first preset turning angle, and θ_Rear_max is the second preset turning angle.

[0133] The above formula can quickly and accurately determine the first initial turning angle and control angle when the front and rear wheels need to be controlled to roll forward clockwise in the same direction, and the second initial turning angle and control angle when the front and rear wheels need to be controlled to roll backward counterclockwise in the same direction, thereby improving parking efficiency and accuracy, and also helping to increase the parking success rate.

[0134] For example, once the control angle is determined, the parking control device can simultaneously send control commands to the front wheel steering system and the rear wheel steering system, so that the front and rear wheels of the vehicle simultaneously turn in the first or second direction, and the steering angles reach the corresponding control angles. The device can also control the front and rear wheels to roll in the same direction according to the actual situation, so that the vehicle moves in the target direction (closer to the inner edge of the parking space).

[0135] Understandably, in this embodiment of the invention, the target direction is one of the following directions: right rear, left rear, right front, or left front, depending on the current parking progress. The specific direction is determined by the vehicle's current posture and the parking space layout. During the vehicle's movement within the parking space, the changes in the first, second, and third target distances must be continuously monitored until parking is complete. This invention, by alternately planning the vehicle's crab-like movement trajectory in the diagonally forward and diagonally backward directions, ensures that even in narrow parallel parking spaces, parallel parking can be achieved without collisions with surrounding obstacles, and the parking position continuously approaches the target position of the parking space (i.e., the inner boundary line of the parking space), achieving automatic edge-hugging parking.

[0136] Optionally, in one possible embodiment, controlling the front and rear wheels to move in the same direction may include: controlling the motor corresponding to at least one of the front wheels to output a first driving torque, and controlling the motor corresponding to at least one of the rear wheels to output a second driving torque; wherein the front and rear wheels move in the same direction.

[0137] For example, in vehicles with four-wheel independent drive capability (such as electric vehicles using in-wheel motors or wheel-side motors), the output torque of each wheel motor can be independently controlled to achieve unidirectional rolling of the front and rear wheels, optimizing the vehicle's smoothness and stability during the process. Specifically, when the parking control device decides to perform a movement based on the current target distance information (first target distance, second target distance, or third target distance), it can not only calculate the output torque corresponding to each wheel motor and control each motor to work, but also calculate and instruct only the motor corresponding to at least one of the front wheels to output a first drive torque, while simultaneously instructing the motor corresponding to at least one of the rear wheels to output a second drive torque. In other words, when all wheels (front and rear wheels) turn in the first or second direction, only some motors can be controlled to work, and the wheels with non-working motors can be driven to roll by the working motors, thereby achieving vehicle movement.

[0138] Optionally, the values ​​of the first driving torque and the second driving torque can be the same or different, and this application embodiment does not impose any limitations. During actual control, the device can dynamically adjust the distribution ratio of the first driving torque and the second driving torque based on real-time sensed factors such as wheel slip rate, road surface adhesion coefficient, and changes in vehicle posture. For example, on low-adhesion surfaces (such as rainy or icy roads), the system can appropriately reduce torque output or adjust the front and rear axle torque distribution to prevent wheel slippage; when it is necessary to overcome significant lateral resistance, the system can increase the torque output of the inner or outer wheels to maintain smooth movement.

[0139] This optional embodiment fully utilizes the potential of four-wheel independent drive technology, refining the basic "same-direction movement" command into a dynamically adjustable and optimizable torque control strategy, significantly improving the control quality and environmental adaptability of the lateral parking method, and providing important technical support for realizing high-end intelligent parking functions.

[0140] Optionally, in one possible embodiment, if the current length direction of the vehicle body is not parallel to the orientation of the vehicle when it is parked during the process of controlling the movement of the vehicle body, the method provided in this application embodiment may further include: controlling the steering angle and / or torque of the front wheels and rear wheels so that the length direction of the vehicle body is parallel to the orientation of the vehicle when it is parked.

[0141] For example, this optional solution can be used as an attitude correction step during the execution of step S2 or step S3, or it can be executed as an independent attitude adjustment step after each lateral movement. That is, the attitude correction process can be performed in real time during each lateral movement (i.e., correction while moving), or it can be executed as an independent attitude adjustment step after completing a segment of lateral movement and before proceeding to the next segment. The control objective is to gradually converge the angle between the vehicle length direction and the parking orientation to zero (or within the allowable error range).

[0142] Understandably, during parallel parking, the vehicle may experience a non-parallel angle between its length direction (i.e., the vehicle's longitudinal axis) and the preset parking orientation (i.e., the ideal heading angle corresponding to the target parking position) due to uneven road surfaces, differences in resistance on both sides, sensor errors, or accumulated deviations in control commands. To address this, this optional embodiment provides an active attitude correction mechanism to ensure the accuracy of the parking endpoint.

[0143] For example, during vehicle parking, it is necessary not only to determine the direction and magnitude of the diagonal movement based on distance information, but also to calculate or obtain the vehicle's current heading angle in real time using sensors (such as vision systems or inertial measurement units). The current heading angle is compared with the target parallel direction (i.e., the parking direction), and the vehicle's attitude is corrected and maintained in real time by fine-tuning the steering angle ratio of the front and rear wheels or subtle differences in driving force. For instance, when controlling the vehicle to move diagonally to the left, it is ensured that the vehicle does not rotate counterclockwise or clockwise during the movement, thereby maintaining the parallel relationship between the vehicle body and the roadside or parking space line. By continuously controlling the parallelism between the vehicle's length direction and the parking direction of the space during the vehicle movement, not only is the accuracy of the crab-like movement ensured, but the multiple "forward-reverse-turn" cycles required for attitude adjustment in traditional parking are also effectively avoided, making the parking path more direct, the actions more fluid, and significantly reducing time consumption.

[0144] Optionally, in one possible embodiment, controlling the steering angle and / or torque of the front and rear wheels to make the vehicle's length direction parallel to its orientation when parked may include:

[0145] The total torque output by the motors controlling the front wheels is different from the total torque output by the motors controlling the rear wheels, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked;

[0146] Alternatively, the steering angle of the rear wheels can be controlled to be different from that of the front wheels, and the torque output of the motor can be controlled so that the length of the vehicle body is parallel to the orientation of the vehicle when it is parked.

[0147] Alternatively, the total torque output by the left front wheel motor and the left rear wheel motor can be controlled to be different from the total torque output by the right front wheel motor and the right rear wheel motor, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked.

[0148] For example, during lateral parking, when it is necessary to correct the vehicle's attitude to keep the vehicle's length direction parallel to the parking orientation, this optional embodiment provides three specific control methods that can be used individually or in combination. These methods fully utilize the vehicle's four-wheel independent drive and independent steering capabilities, achieving precise adjustment of the vehicle's heading angle by generating control differences in different dimensions.

[0149] In attitude correction schemes based on the torque difference between the front and rear axles, attitude adjustment is achieved by controlling the total torque output by the motors of the front wheels to differ from that of the motors of the rear wheels. The working principle is as follows: When the vehicle's yaw angle needs adjustment, the device can increase the total torque of the front axle and decrease the total torque of the rear axle (or vice versa), creating a difference in driving force between the front and rear axles. This difference in driving force generates a small yaw torque in the longitudinal direction of the vehicle. For example, during lateral movement, if the driving force of the front axle is greater than that of the rear axle, the front of the vehicle will tend to move relatively faster, thus producing a slight steering effect and gradually correcting the vehicle's yaw. This method is particularly suitable for scenarios where the vehicle is moving laterally, as it can naturally guide attitude changes through torque differences without interrupting the movement process.

[0150] In attitude correction schemes based on the difference in steering angles between the front and rear wheels, the vehicle's attitude is adjusted by controlling the steering angles of the rear wheels to differ from those of the front wheels and controlling the output torque of the motor to create a compass-like motion trajectory. This compass-like motion trajectory refers to the vehicle's movement path resembling the trajectory of a compass drawing a circle—that is, the vehicle rotates around a certain instantaneous center point, thus changing its orientation. The core of this motion mode lies in creating a difference in the steering angles of the front and rear wheels, thereby changing the vehicle's motion geometry and forming an arc trajectory centered on a specific point. Specifically, when the steering angles of the front and rear wheels differ, the instantaneous steering center is no longer located on the extended line of the rear axle (as in traditional front-wheel steering vehicles), but is dynamically determined based on the geometric relationship between the steering angles of the front and rear wheels. By precisely controlling this angle difference, the vehicle can rotate around a point located to one side of the vehicle (or even outside the vehicle), thus achieving efficient attitude adjustment. Specifically, to correct the vehicle's direction to the left (i.e., rotate the vehicle counter-clockwise), the front wheel steering angle can be set to be smaller than the rear wheel steering angle (both in the same direction, but the rear wheel angle is larger), or the rear wheel steering angle can be made opposite to the front wheel angle (creating an inner-outer wheel difference). To correct the vehicle's direction to the right (i.e., rotate the vehicle clockwise), the front wheel steering angle can be set to be larger than the rear wheel steering angle, or the rear wheel steering angle can be made opposite to the front wheel angle. This angle difference causes the vehicle to exhibit a slight steering tendency during movement, thus gradually correcting the heading angle deviation. Simultaneously, with appropriate torque output to control vehicle movement, due to the difference in front and rear wheel steering angles, the vehicle will no longer maintain a straight line of translation, but will move along an arc trajectory centered on a certain point. This method achieves a compass-like motion trajectory based on the difference in front and rear wheel steering angles, thereby changing the vehicle's trajectory. The attitude correction effect is more direct and controllable, enhancing the accuracy and predictability of control.

[0151] In the attitude correction scheme based on the torque difference between the left and right sides, attitude adjustment is achieved by controlling the total torque output by the left front wheel motor and the left rear wheel motor to be different from the total torque output by the right front wheel motor and the right rear wheel motor. Its working principle is as follows: the device can increase the total driving force of the left wheel while decreasing the total driving force of the right wheel (or vice versa), creating a difference in driving force between the left and right sides of the vehicle. This difference in driving force directly generates a yaw moment, pushing the front of the vehicle to yaw towards the side with the smaller torque. For example, if the total torque on the left is greater than that on the right, the vehicle will receive a yaw moment to the right, thus correcting the leftward yaw of the front of the vehicle. This method utilizes the independent control advantage of the hub motors to achieve very fine attitude fine-tuning, making it particularly suitable for precise attitude correction in confined spaces.

[0152] The above-mentioned optional implementation methods systematically describe the specific implementation of attitude correction control, providing an operable and optimizable technical solution for lateral parking control methods. This is an important technical support to ensure that the automatic parking function achieves high precision and high adaptability in practical applications.

[0153] Optionally, in one possible embodiment, if an obstacle is determined to exist in the direction of vehicle movement during the process of controlling the vehicle's movement, the vehicle is controlled to pause its movement or move in the opposite direction.

[0154] For example, when controlling a vehicle to perform lateral or diagonal movement based on unidirectional steering and movement, active safety protection mechanisms should also be taken into account. That is, the system should monitor and determine in real time whether there are obstacles in the direction the vehicle is currently moving, and immediately trigger a preset safety response strategy when an obstacle is detected, i.e., control the vehicle to stop moving or control the vehicle to move in the opposite direction.

[0155] Specifically, while controlling the vehicle to move in a certain direction (first direction or second direction), the parking control unit continuously receives data from sensors in the corresponding direction (e.g., if the vehicle is moving diagonally to the left, it primarily relies on ultrasonic radar, millimeter-wave radar, or a side-view camera on the left). By analyzing this real-time data, it determines whether a new obstacle has appeared on the vehicle's current trajectory (especially along the extended path of the vehicle's lateral profile), or whether the distance to a known obstacle is less than a dynamically calculated safety threshold. This "determination" process is a continuous, real-time perception-based decision-making process. Once a collision risk is determined, the control unit can immediately issue commands to the drive and steering systems to pause the vehicle's movement and wait for the obstacle to move (such as a pedestrian to cross), or to replan the route. For example, if an obstacle is detected while the vehicle is moving in the "first direction," it may immediately switch to moving in the "second direction," causing the vehicle to move in the opposite direction, thereby quickly increasing the distance to the dangerous obstacle.

[0156] By embedding real-time obstacle detection and response capabilities in each movement, side scrapes or collisions caused by sudden environmental changes (such as other vehicles or pedestrians entering), initial sensor misses, or complex parking space environments can be effectively prevented. This elevates the safety level of intelligent driving parking from relying on static environmental planning to having dynamic risk response capabilities, thereby improving the safety of the parking process and enhancing the robustness and reliability of the parking system.

[0157] In this embodiment, through intelligent distance monitoring and steering control, and by fully utilizing vehicle kinematics and real-time environmental information, precise and safe parking can be achieved in narrow lateral parking scenarios with vehicles or obstacles in front and behind, significantly improving parking efficiency and success rate while reducing the driver's workload. Specifically, firstly, based on the vehicle's initial position, the parking space position, and surrounding environmental information, the vehicle is guided to enter the parking space diagonally along the optimal path. Then, by monitoring the distance between the vehicle and the inner, front, and rear edges of the parking space in real time, the parking status is dynamically determined. When it is determined based on distance parameters that the vehicle has not yet moved to the parking position, the system automatically calculates and controls the steering angle precisely based on the acquired distance information and a preset safety threshold, and controls the front and rear wheels to adjust synchronously. This invention, through initial path optimization and real-time closed-loop control, significantly reduces the number of parking adjustments while ensuring zero collision risk, transforming complex parking operations into a fully automated process, greatly improving parking efficiency and user experience.

[0158] Figure 7 A flowchart of another embodiment of the vehicle lateral parking control method provided in this invention is shown. Figure 7 As shown, in this embodiment, the parking space is located in front of the right side of the vehicle (refer to...). Figure 2 Taking vehicle 3) as an example, the lateral parking control process can include the following steps:

[0159] Step 701: The user selects a parking space located to the right front of the vehicle.

[0160] Step 702: Collect the lateral distances between the parking space and obstacles and the vehicle.

[0161] Combination Figure 3 As shown, the current lateral distance is also the vehicle's initial distance w1.

[0162] Step 703: Calculate the front wheel angle and rear wheel angle required for the vehicle to move to the right front.

[0163] Combination Figure 3 As shown, the front wheel angle and rear wheel angle required for the vehicle to move to the right front are min{arctan[(w1-Δw) / Lf], θ_Frnt_max, θ_Rear_max}.

[0164] Step 704: Control the vehicle to move to the right front.

[0165] During vehicle movement, the lateral distance from the vehicle to the inner edge of the parking space and the distance from the front of the vehicle to the front boundary of the parking space (front edge of the parking space) are acquired in real time.

[0166] Step 705: Determine whether the lateral distance from the vehicle to the inner edge of the parking space reaches the corresponding threshold.

[0167] If yes, parking ends; otherwise, proceed to step 706.

[0168] Step 706: Determine whether the distance from the front of the vehicle to the front boundary of the parking space reaches the corresponding threshold.

[0169] If yes, proceed to step 707; otherwise, continue to step 704.

[0170] Step 707: Calculate the front wheel angle and rear wheel angle required for the vehicle to move to the right rear.

[0171] Combination Figure 3 As shown, the required front wheel angle and rear wheel angle for the current vehicle to move to the right rear are min{arctan[(w2-w_tar) / (L2-L_tar2)], θ_Frnt_max, θ_Rear_max}. Here, w2 is the distance between the current vehicle and the inner edge of the parking space, L2 is the distance between the rear end of the current vehicle and the rear boundary of the parking space, and L_tar2 represents the safe distance between the rear front end of the vehicle and the rear front boundary of the parking space.

[0172] Step 708: Control the vehicle to move to the right rear.

[0173] During vehicle movement, the lateral distance from the vehicle to the inner edge of the parking space and the distance from the rear of the vehicle to the rear boundary of the parking space (rear edge of the parking space) are obtained in real time.

[0174] Step 709: Determine whether the lateral distance between the vehicle and the inside of the parking space reaches the corresponding threshold.

[0175] If yes, parking ends; otherwise, proceed to step 710.

[0176] Step 710: Determine whether the distance from the rear of the vehicle to the rear boundary of the parking space reaches the corresponding threshold.

[0177] If yes, proceed to step 703; otherwise, continue to step 708. (The text then repeats the last two sentences, which are likely errors in the original and can be omitted.) Figure 3As shown, the calculation method for the front wheel angle and rear wheel angle required for the vehicle to move to the right front in step 703 is similar to that in step 707. The front wheel angle and rear wheel angle required for the vehicle to move to the right front are min{arctan[(w2-w_tar) / (L1-L_tar1)], θ_Frnt_max, θ_Rear_max}, where w2 is the distance between the current vehicle and the inner edge of the parking space, L1 is the distance between the front of the current vehicle and the front boundary of the parking space, and L_tar1 represents the safe distance between the front of the vehicle and the front boundary of the parking space.

[0178] Combination Figure 3 and Figure 7 As shown, in this embodiment, after the driver selects a parking space located to the right front of the vehicle, the vehicle perception system measures the lateral distances from the edge of the parking space and obstacles to the vehicle, and plans a crab-like movement trajectory to the right front based on the lateral distance constraints. Then, following the planned crab-like movement trajectory, the system controls the front and rear wheels to turn right, and controls the vehicle to move crab-like to the right front. During the vehicle's movement, the vehicle perception system acquires in real time the lateral distance from the vehicle to the inner edge of the parking space and the distance from the front of the vehicle to the front boundary of the parking space. If the distance from the vehicle to the inner edge of the parking space reaches the corresponding parking threshold first, parking is complete. If the distance from the front of the vehicle to the front of the parking space reaches the threshold first, the vehicle stops moving along its original trajectory and a new crab-like trajectory to the right and rear is planned based on the vehicle's position relative to the parking space. The front and rear wheel angles are controlled to move the vehicle along the planned trajectory until the distance from the vehicle to the inner edge of the parking space reaches the corresponding parking threshold, completing parking. Otherwise, if the distance from the rear of the vehicle to the rear edge of the parking space reaches the threshold first, a crab-like trajectory to the right and front needs to be planned. This process continues, controlling the vehicle to continuously and alternately crab-like move along the right and front and right and rear in a zigzag pattern, allowing the vehicle to approach the inner side of the parking space parallel to it, ultimately completing parallel parking.

[0179] It should be noted that the vehicle side parking control method provided in this embodiment of the invention, in addition to automatically planning the crab-like movement path by combining the vehicle perception system and controlling the front and rear wheel angles and gear for automatic parking, can also be used as an aid to manual driving. For example, the control angle and other information calculated based on the method of this embodiment can be displayed to the user through a display screen or other device, and the user can manually operate the steering wheel to plan the path and manually judge the vehicle's position relative to the parking space and surrounding obstacles. Turning the steering wheel to the right controls the front wheel angle and rear wheel angle to deflect to the right, and the gear is in D mode, causing the vehicle to crab-like move to the right front; turning the steering wheel to the left controls the front wheel angle and rear wheel angle to deflect to the left, and the gear is in R mode, causing the vehicle to crab-like move to the right rear. This embodiment of the invention does not limit this.

[0180] Figure 8 A schematic diagram of the structure of a first embodiment of the vehicle lateral parking control device provided in this invention is shown. Figure 8 As shown, the device 80 includes: a first control unit 801.

[0181] The first control unit 801 is used to perform the following steps until the distance between the vehicle and the target position of the parking space reaches a preset safe distance:

[0182] S1. Obtain at least one of the first target distance, the second target distance, and the third target distance; wherein, the first target distance represents the currently movable distance between the vehicle and the target position of the parking space, the second target distance represents the currently movable distance between the vehicle and the target object to the side and in front, and the third target distance represents the currently movable distance between the vehicle and the target object to the side and behind.

[0183] S2. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the first direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body;

[0184] S3. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the second direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body; wherein the first direction is different from the second direction.

[0185] In one alternative embodiment, the first control unit 801 is specifically used for:

[0186] The motor corresponding to at least one of the front wheels outputs a first driving torque, and the motor corresponding to at least one of the rear wheels outputs a second driving torque; wherein the front wheels and the rear wheels move in the same direction.

[0187] In one alternative configuration, the first drive torque and the second drive torque may be the same or different.

[0188] In one alternative embodiment, the first control unit 801 is further configured to:

[0189] If the current length direction of the vehicle body is not parallel to the orientation of the vehicle when it is parked during the process of controlling the movement of the vehicle body, then: control the steering angle and / or torque of the front and rear wheels to make the length direction of the vehicle body parallel to the orientation of the vehicle when it is parked.

[0190] In one alternative embodiment, the first control unit 801 is specifically used for:

[0191] The total torque output by the motors controlling the front wheels is different from the total torque output by the motors controlling the rear wheels, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked;

[0192] Alternatively, the steering angle of the rear wheels can be controlled to be different from that of the front wheels, and the torque output of the motor can be controlled so that the length of the vehicle body is parallel to the orientation of the vehicle when it is parked.

[0193] Alternatively, the total torque output by the left front wheel motor and the left rear wheel motor can be controlled to be different from the total torque output by the right front wheel motor and the right rear wheel motor, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked.

[0194] In one alternative embodiment, the first control unit 801 is specifically used for:

[0195] Based on the vehicle's current location, the parking space's location, and the surrounding environment information, control the vehicle to move from its current location to the parking space, execute step S1, and determine whether the vehicle has moved to a distance that reaches the preset safe distance from the target parking space location.

[0196] If the target is not reached, then according to the vehicle's current position, execute step S2 or S3, and after each execution of step S2 or S3, execute step S1 again and make a judgment.

[0197] If the desired result is achieved, then the vehicle is confirmed to have completed parking.

[0198] In one alternative embodiment, the first control unit 801 is further configured to: during the process of controlling the movement of the vehicle body, if it is determined that there is an obstacle in the direction of the vehicle's movement, control the vehicle to pause its movement or move in the opposite direction.

[0199] Figure 9 A schematic diagram of a second embodiment of the vehicle lateral parking control device provided in this invention is shown. Figure 9 As shown, the device 90 includes: a second control unit 901.

[0200] The second control unit 901 is used to repeatedly execute the following steps until the vehicle is moved to a preset safe distance from the target parking space position:

[0201] During the process of a vehicle moving from the parking space to its parking position, the first target distance and first target parameters of the vehicle are obtained; wherein, the first target distance represents the current movable distance between the vehicle and the target position of the parking space;

[0202] If, based on the first target distance and the first target parameters, it is determined that the vehicle has not moved to a distance that reaches the preset safe distance from the target parking space, then the second target parameters of the vehicle are obtained, and the vehicle is controlled to move towards the target direction according to the first target distance and the second target parameters;

[0203] Wherein, if the first target parameter is the second target distance, then the second target parameter is the third target distance, and the target direction is the right rear or left rear of the vehicle; if the first target parameter is the third target distance, then the second target parameter is the second target distance, and the target direction is the right front or left front of the vehicle.

[0204] The second target distance represents the current movable distance between the vehicle and the target object to its side and front, while the third target distance represents the current movable distance between the vehicle and the target object to its side and rear.

[0205] As can be seen from the above, the vehicle side parking control device provided in this embodiment can achieve efficient and accurate side parking by dynamically adjusting the vehicle's direction of movement through real-time monitoring of the distance between the vehicle and the edge of the parking space, thereby improving the parking success rate. It not only simplifies the parking process and reduces the driver's burden, enabling one-click parking, but also improves the reliability and adaptability of the parking system through real-time data feedback and dynamic adjustment, effectively increasing the success rate and efficiency of side parking.

[0206] Figure 10 The diagram shows a structural schematic of an embodiment of an electronic device provided by the present invention. The specific embodiments of the present invention do not limit the specific implementation of the electronic device.

[0207] like Figure 10 As shown, the electronic device may include: a processor 802, a communications interface 804, a memory 806, and a communications bus 808.

[0208] The processor 802, communication interface 804, and memory 806 communicate with each other via communication bus 808. Communication interface 804 is used to communicate with other network elements such as clients or other servers. The processor 802 executes program 810, specifically performing the relevant steps in the above-described embodiment of the vehicle lateral parking control method.

[0209] Specifically, program 810 may include program code, which includes computer-executable instructions.

[0210] Processor 802 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The electronic device includes one or more processors, which may be processors of the same type, such as one or more CPUs; or processors of different types, such as one or more CPUs and one or more ASICs.

[0211] Memory 806 is used to store program 810. Memory 806 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0212] Specifically, program 810 can be called by processor 802 to cause the electronic device to perform the following operations:

[0213] Perform the following steps until the vehicle is moved to a preset safe distance from the target parking space location:

[0214] S1. Obtain at least one of the first target distance, the second target distance, and the third target distance; wherein, the first target distance represents the currently movable distance between the vehicle and the target position of the parking space, the second target distance represents the currently movable distance between the vehicle and the target object to the side and in front, and the third target distance represents the currently movable distance between the vehicle and the target object to the side and behind.

[0215] S2. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the first direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body;

[0216] S3. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in the second direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body; wherein the first direction is different from the second direction.

[0217] In one alternative approach, controlling the front and rear wheels to move in the same direction includes:

[0218] The motor corresponding to at least one of the front wheels outputs a first driving torque, and the motor corresponding to at least one of the rear wheels outputs a second driving torque; wherein the front wheels and the rear wheels move in the same direction.

[0219] In one alternative configuration, the first drive torque and the second drive torque may be the same or different.

[0220] In one alternative approach, the method further includes:

[0221] If the current length direction of the vehicle body is not parallel to the orientation of the vehicle when it is parked during the process of controlling the movement of the vehicle body, then: control the steering angle and / or torque of the front and rear wheels to make the length direction of the vehicle body parallel to the orientation of the vehicle when it is parked.

[0222] In one alternative approach, controlling the steering angle and / or torque of the front and rear wheels to make the vehicle's length direction parallel to its orientation when parked includes:

[0223] The total torque output by the motors controlling the front wheels is different from the total torque output by the motors controlling the rear wheels, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked;

[0224] Alternatively, the steering angle of the rear wheels can be controlled to be different from that of the front wheels, and the torque output of the motor can be controlled so that the length of the vehicle body is parallel to the orientation of the vehicle when it is parked.

[0225] Alternatively, the total torque output by the left front wheel motor and the left rear wheel motor can be controlled to be different from the total torque output by the right front wheel motor and the right rear wheel motor, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked.

[0226] In one alternative approach, the following steps are performed until the vehicle is moved to a predetermined safe distance from the target parking space location, including:

[0227] Based on the vehicle's current location, the parking space's location, and the surrounding environment information, control the vehicle to move from its current location to the parking space, execute step S1, and determine whether the vehicle has moved to a distance that reaches the preset safe distance from the target parking space location.

[0228] If the target is not reached, then according to the vehicle's current position, execute step S2 or S3, and after each execution of step S2 or S3, execute step S1 again and make a judgment.

[0229] If the desired result is achieved, then the vehicle is confirmed to have completed parking.

[0230] In one alternative approach, if an obstacle is determined to exist in the direction of vehicle movement during the process of controlling the vehicle's movement, the vehicle is either stopped or moved in the opposite direction.

[0231] Alternatively, program 810 can be specifically invoked by processor 802 to cause the electronic device to perform the following operations:

[0232] Repeat the following steps until the vehicle is moved to a preset safe distance from the target parking space:

[0233] During the process of a vehicle moving from the parking space to its parking position, the first target distance and first target parameters of the vehicle are obtained; wherein, the first target distance represents the current movable distance between the vehicle and the target position of the parking space;

[0234] If, based on the first target distance and the first target parameters, it is determined that the vehicle has not moved to a distance that reaches the preset safe distance from the target parking space, then the second target parameters of the vehicle are obtained, and the vehicle is controlled to move towards the target direction according to the first target distance and the second target parameters;

[0235] Wherein, if the first target parameter is the second target distance, then the second target parameter is the third target distance, and the target direction is the right rear or left rear of the vehicle; if the first target parameter is the third target distance, then the second target parameter is the second target distance, and the target direction is the right front or left front of the vehicle.

[0236] The second target distance represents the current movable distance between the vehicle and the target object to its side and front, while the third target distance represents the current movable distance between the vehicle and the target object to its side and rear.

[0237] As can be seen from the above, the electronic device provided in this embodiment can achieve efficient and accurate parallel parking by dynamically adjusting the vehicle's direction of movement through real-time monitoring of the distance between the vehicle and the edge of the parking space, thereby improving the parking success rate. It not only simplifies the parking process and reduces the driver's burden, enabling one-click parking, but also enhances the reliability and adaptability of the parking system through real-time data feedback and dynamic adjustments, effectively improving the success rate and efficiency of parallel parking.

[0238] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on an electronic device, causes the electronic device to perform the vehicle lateral parking control method in any of the above method embodiments.

[0239] This invention also provides a vehicle that includes electronic devices as described in the above device embodiments.

[0240] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0241] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. Similarly, for the sake of brevity and to aid in understanding one or more aspects of the invention, in the description of exemplary embodiments of the invention above, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0242] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0243] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A method for controlling lateral parking of a vehicle, characterized in that, The method includes: Perform the following steps until the vehicle is moved to a preset safe distance from the target parking space location: S1. Obtain at least one of the first target distance, the second target distance, and the third target distance; wherein, the first target distance represents the currently movable distance between the vehicle and the target position of the parking space, the second target distance represents the currently movable distance between the vehicle and the target object to the side and in front, and the third target distance represents the currently movable distance between the vehicle and the target object to the side and behind. S2. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in a first direction, and control the front and rear wheels to move in the same direction so as to move the vehicle body; S3. Based on at least one of the first target distance, the second target distance, and the third target distance, control the front and rear wheels of the vehicle to turn in a second direction, and control the front and rear wheels to move in the same direction to move the vehicle body; wherein the first direction is different from the second direction.

2. The method according to claim 1, characterized in that, The control of the front and rear wheels to move in the same direction includes: The motor corresponding to at least one of the front wheels is controlled to output a first driving torque, and the motor corresponding to at least one of the rear wheels is controlled to output a second driving torque; wherein the front wheels and the rear wheels move in the same direction.

3. The method according to claim 2, characterized in that, The first driving torque and the second driving torque may be the same or different.

4. The method according to claim 1, characterized in that, The method further includes: During the process of controlling the movement of the vehicle body, if the current length direction of the vehicle body is not parallel to the orientation of the vehicle when it is parked, then: control the turning angle and / or torque of the front wheel and the rear wheel to make the length direction of the vehicle body parallel to the orientation of the vehicle when it is parked.

5. The method according to claim 4, characterized in that, Controlling the steering angle and / or torque of the front and rear wheels to make the vehicle's length direction parallel to its orientation when parked includes: The total torque output by the motor controlling the front wheels is different from the total torque output by the motor controlling the rear wheels, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked; Alternatively, the steering angle of the rear wheels can be controlled to be different from that of the front wheels, and the output torque of the motor can be controlled so that the length direction of the vehicle body is parallel to the orientation of the vehicle when it is parked. Alternatively, the total torque output by the left front wheel motor and the left rear wheel motor can be controlled to be different from the total torque output by the right front wheel motor and the right rear wheel motor, so that the length direction of the vehicle body is parallel to the orientation of the vehicle when parked.

6. The method according to claim 1, characterized in that, The following steps are performed until the vehicle is moved to a distance from the target parking space that reaches a preset safe distance: Based on the vehicle's current location, the parking space's location, and the surrounding environment information, control the vehicle to move from the current location to the parking space, execute step S1, and determine whether the vehicle has moved to a distance that reaches the preset safe distance from the target parking space location. If the target is not reached, then based on the vehicle's current position, proceed to step S2 or S3, and after each execution of step S2 or S3, proceed to step S1 again and make the aforementioned judgment. If the condition is met, then the vehicle is considered to have completed parking.

7. The method according to any one of claims 1-6, characterized in that, If an obstacle is detected in the direction of the vehicle's movement during the process of controlling the vehicle's movement, the vehicle will either stop moving or move in the opposite direction.

8. A method for controlling lateral parking of a vehicle, characterized in that, The method includes: Repeat the following steps until the vehicle is moved to a preset safe distance from the target parking space: During the process of a vehicle moving from a parking space to its parking position, the first target distance and the first target parameter of the vehicle are obtained; wherein, the first target distance represents the current movable distance between the vehicle and the target position of the parking space; If, based on the first target distance and the first target parameters, it is determined that the vehicle has not moved to a distance that reaches the preset safe distance from the target parking space, then the second target parameters of the vehicle are obtained, and the vehicle is controlled to move in the target direction according to the first target distance and the second target parameters; Wherein, if the first target parameter is the second target distance, then the second target parameter is the third target distance, and the target direction is the right rear or left rear of the vehicle; if the first target parameter is the third target distance, then the second target parameter is the second target distance, and the target direction is the right front or left front of the vehicle; The second target distance represents the current movable distance between the vehicle and the target object to its side and front, and the third target distance represents the current movable distance between the vehicle and the target object to its side and rear.

9. An electronic device, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vehicle lateral parking control method as described in any one of claims 1-8.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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