Intelligent parking control method, device and system and vehicle

Abstract

The invention provides an intelligent parking control method, device and system and a vehicle, and the intelligent parking control method comprises the steps: responding to a parking request, and obtaining self state parameters and dynamic environment parameters of the vehicle; according to the state parameters of the vehicle and the dynamic environment parameters, the total theoretical braking force needed for preventing the slope sliding risk of the vehicle is calculated; according to the total theoretical braking force and the self state parameters, a target wheel combination for executing parking operation is determined, and single-wheel theoretical braking force distributed to each target wheel in the target wheel combination is determined; compensating the single-wheel theoretical braking force of each target wheel according to the self state parameters and the dynamic environment parameters to obtain the single-wheel target braking force of each target wheel; and controlling each target wheel to perform parking operation based on the single-wheel target braking force of each target wheel. On the basis, all-around technical improvement in the aspects of braking safety, control precision, system energy efficiency, function redundancy and all-working-condition adaptability is achieved.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle technology, specifically to an intelligent parking control method, device, system, and vehicle. Background Technology

[0002] With the development of automotive electrification and intelligence, electromechanical braking systems have become an important direction for brake-by-wire due to their simple structure and precise control. However, current mainstream electronic parking control strategies are mainly developed based on traditional hydraulic / electrohydraulic platforms. Their design of single rear wheel braking and segmented clamping force control makes it difficult to fully realize the potential of independent controllability of each wheel in electromechanical braking systems.

[0003] Existing technologies have the following main shortcomings: First, the parking brake force source is singular and cannot be dynamically distributed according to actual parking scenarios; second, the clamping force adopts fixed calibration and segmented control, lacking real-time compensation for dynamic factors. These limitations restrict the development of electromechanical braking systems in terms of safety and intelligence. Summary of the Invention

[0004] In view of the above, it is necessary to propose an intelligent parking control method, device, system and vehicle to solve the technical problems that restrict the development of electromechanical braking systems in terms of safety and intelligence in existing technical solutions.

[0005] In a first aspect, this application provides an intelligent parking control method, the method comprising: in response to a parking request, acquiring the vehicle's own state parameters and dynamic environmental parameters; calculating, based on the own state parameters and the dynamic environmental parameters, the total theoretical braking force required to prevent the vehicle from rolling backwards; determining, based on the total theoretical braking force and the own state parameters, a target wheel combination for performing a parking operation, and determining the single-wheel theoretical braking force allocated to each target wheel in the target wheel combination; compensating the single-wheel theoretical braking force of each target wheel based on the own state parameters and the dynamic environmental parameters to obtain the single-wheel target braking force of each target wheel; and controlling each target wheel to perform a parking operation based on the single-wheel target braking force of each target wheel.

[0006] In the intelligent parking control method of this application embodiment, firstly, in response to a parking request, the vehicle's own state parameters and dynamic environmental parameters are acquired, and the total theoretical braking force required to prevent the vehicle from slipping is calculated accordingly. This ensures that the braking force requirement is accurately matched with the real-time operating conditions, fundamentally avoiding the risk of slippage or component overload caused by braking force estimation errors. Secondly, based on the total theoretical braking force and the vehicle's own state parameters, the target wheel combination for performing the parking operation is determined, and the theoretical braking force of each target wheel is allocated. This allows for dynamic selection of the optimal wheel combination while meeting the braking force requirement, not only... This approach reduces energy consumption and component wear on flat roads or gentle slopes, extending system lifespan. It also automatically activates redundant combinations in case of actuator failure, providing necessary safety redundancy for advanced autonomous driving functions. Next, by combining the vehicle's own state parameters and the dynamic environmental parameters, the theoretical braking force of each target wheel is compensated in real time to obtain accurate single-wheel target braking force. The compensation process comprehensively considers disturbance variables affecting braking performance, significantly improving open-loop estimation accuracy. Finally, based on the single-wheel target braking force of each target wheel, parking operations are controlled for each target wheel, achieving high-precision parking. In summary, this application, through deep integration of real-time vehicle state and environmental perception parameters, combined with open-loop compensation and intelligent wheel allocation strategies, achieves comprehensive technical improvements in braking safety, control accuracy, system energy efficiency, functional redundancy, and adaptability to all operating conditions.

[0007] In some embodiments of this application, after the method drives the brake actuator corresponding to each target wheel to perform a parking operation, it further includes: acquiring the actual braking force of each target wheel in real time; forming a closed loop by using the target braking force of each target wheel as a set value and the actual braking force of each target wheel as a feedback value, and dynamically adjusting the driving command of the brake actuator of each target wheel so that the actual braking force of each target wheel tracks and approaches the target braking force.

[0008] In some embodiments of this application, the real-time acquisition of the actual braking force of each target wheel includes: detecting the real-time operating current of the brake actuator of each target wheel; and calculating the actual braking force of each target wheel based on the real-time operating current.

[0009] In some embodiments of this application, the self-state parameters include the vehicle's heading direction. Determining the target wheel combination for parking operation based on the total theoretical braking force and the self-state parameters includes: determining the target braking axle based on the heading direction, wherein the heading direction is used to distinguish whether the vehicle is in an uphill or downhill state; and, based on a preset priority strategy, gradually increasing the number of wheels participating in the parking operation, starting from a single target wheel on the target braking axle, until the sum of the maximum braking forces provided by the selected wheel combinations is greater than or equal to the total theoretical braking force, and then using the selected wheel combination as the target wheel combination.

[0010] In some embodiments of this application, the priority strategy includes the following judgment logic: if the maximum braking force of any target wheel on the target brake axle is greater than or equal to the total theoretical braking force, the target wheel combination is determined to include any target wheel on the target brake axle; if the maximum braking force of any target wheel on the target brake axle is less than the total theoretical braking force, but the sum of the maximum braking forces of the two target wheels on the target brake axle is greater than or equal to the total theoretical braking force, the target wheel combination is determined to include the two target wheels on the target brake axle; if the sum of the maximum braking forces of the two target wheels on the target brake axle is less than... If the sum of the maximum braking force of the two target wheels on the target braking axle and the maximum braking force of any target wheel on the non-target braking axle is greater than or equal to the total theoretical braking force, then the target wheel combination is determined to include the two target wheels on the target braking axle and any target wheel on the non-target braking axle; if the sum of the maximum braking force of the two target wheels on the target braking axle and the maximum braking force of any target wheel on the non-target braking axle is less than the total theoretical braking force, then the target wheel combination is determined to include the two target wheels on the target braking axle and the two target wheels on the non-target braking axle.

[0011] In some embodiments of this application, the self-state parameters include the current mass of the vehicle and the brake disc temperature of each target wheel; the dynamic environmental parameters include the slope angle of the vehicle and the current ambient temperature; the compensation of the single-wheel theoretical braking force of each target wheel based on the self-state parameters and the dynamic environmental parameters includes: compensating the single-wheel theoretical braking force of each target wheel based on the brake disc temperature of each target wheel, the current ambient temperature, and calibrated stiffness characteristic data; the calculation of the total theoretical braking force required to prevent the vehicle from slipping based on the self-state parameters and the dynamic environmental parameters includes: calculating the total theoretical braking force required to prevent the vehicle from slipping based on the slope angle and the current mass.

[0012] Secondly, this application also provides an intelligent parking control device, the device comprising: an acquisition module, configured to acquire the vehicle's own state parameters and dynamic environmental parameters in response to a parking request; a calculation module, configured to calculate the total theoretical braking force required to prevent the vehicle from slipping off a slope based on the own state parameters and the dynamic environmental parameters; a determination module, configured to determine the target wheel combination for performing the parking operation based on the total theoretical braking force and the own state parameters, and determine the single-wheel theoretical braking force allocated to each target wheel in the target wheel combination; a compensation module, configured to compensate the single-wheel theoretical braking force of each target wheel based on the own state parameters and the dynamic environmental parameters, to obtain the single-wheel target braking force of each target wheel; and a parking module, configured to drive the brake actuator corresponding to each target wheel to perform the parking operation based on the single-wheel target braking force of each target wheel.

[0013] Thirdly, this application also provides an intelligent parking control system applied to a vehicle. The system includes: a first control unit and / or a second control unit, wherein the first control unit and the second control unit are redundant backups of each other, and are used to execute the intelligent parking control method as described in the above embodiments; a first power supply circuit and / or a second power supply circuit, wherein the first power supply circuit and the second power supply circuit are redundant backups of each other, and are used to supply power to the intelligent parking control system; and a first communication bus and / or a second communication bus, wherein the first communication bus and the second communication bus are redundant backups of each other, and are used to provide a communication channel for the intelligent parking control system.

[0014] In some embodiments of this application, the system further includes: a plurality of wheel-side control units, each corresponding to each wheel of the vehicle, wherein the plurality of wheel-side control units are communicatively connected to the first control unit and / or the second control unit via the first communication bus and / or the second communication bus.

[0015] Fourthly, this application also provides a vehicle equipped with the intelligent parking control system described in the above embodiments.

[0016] Understandably, the intelligent parking control device of the second aspect, the intelligent parking control system of the third aspect, and the vehicle of the fourth aspect provided above all correspond to the intelligent parking control method of the first aspect. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding intelligent parking control methods provided above, and will not be repeated here. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the architecture of the intelligent parking control system provided in the embodiments of this application.

[0018] Figure 2 This is a flowchart illustrating the intelligent parking control method provided in the embodiments of this application.

[0019] Figure 3 This is a detailed flowchart illustrating step S12 of the intelligent parking control method provided in this application embodiment.

[0020] Figure 4 This is a schematic diagram of the functional modules of the intelligent parking control device provided in the embodiments of this application.

[0021] Explanation of main component symbols Vehicle 1 Intelligent parking control system 10 First control unit 11 Second control unit 12 First power supply circuit 13 Second power supply circuit 14 First communication bus 15 Second communication bus 16 First wheel control unit 17 Second wheel control unit 18 Third wheel control unit 19 Fourth wheel side control unit 20 Sensor assembly 21 Electronic parking brake switch 22 Intelligent parking control device 100 Get Module 110 Calculation Module 120 Determine module 130 Compensation Module 140 Parking module 150 The following detailed description, in conjunction with the accompanying drawings, will further illustrate this application. Detailed Implementation

[0022] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0023] To provide a clearer understanding of the embodiments of the present invention, the invention will be described in detail below with reference to the accompanying drawings and specific examples. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0024] Current mainstream electronic parking control strategies are mainly developed based on traditional hydraulic / electro-hydraulic platforms. The development of traditional hydraulic / electro-hydraulic platforms lacks redundancy in power supply, communication and control, which affects functional safety and restricts the development of the reliability of electromechanical braking systems.

[0025] To resolve the above issues, please refer to [link / reference]. Figure 1 This application provides an intelligent parking control system 10, specifically including: a first control unit 11 and / or a second control unit 12, a first power supply circuit 13 and / or a second power supply circuit 14, and a first communication bus 15 and / or a second communication bus 16. The first control unit 11 and the second control unit 12 are redundant backups of each other, used to execute the intelligent parking control method as described in the following embodiments. The first power supply circuit 13 and the second power supply circuit 14 are redundant backups of each other, used to supply power to the intelligent parking control system 10. The first communication bus 15 and the second communication bus 16 are redundant backups of each other, used to provide a communication channel for the intelligent parking control system 10.

[0026] The first control unit 11 and the second control unit 12 can be on-board equipment of the vehicle 11, such as a body control unit (BCU). The first control unit 11 and the second control unit 12 can be electronic devices capable of automatically performing numerical calculations and / or information processing according to pre-set or stored instructions. Their hardware includes, but is not limited to, microprocessors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), embedded devices, etc.

[0027] In other embodiments, the first control unit 11 and the second control unit 12 may also be a body control module (BCM) or a vehicle control unit (VCU), etc.

[0028] The first communication bus 15 and the second communication bus 16 can be Controller Area Network (CAN) buses. The first communication bus 15 and the second communication bus 16 are two physically independent communication buses, forming communication redundancy.

[0029] In some embodiments of this application, the intelligent parking control system 10 further includes multiple wheel-side control units, each corresponding to each wheel of the vehicle 1. The multiple wheel-side control units are communicatively connected to the first control unit 11 and / or the second control unit 12 via a first communication bus 15 and / or a second communication bus 16.

[0030] The multiple wheel-side control units include a first wheel-side control unit 17 corresponding to the left front wheel, a second wheel-side control unit 18 corresponding to the left rear wheel, a third wheel-side control unit 19 corresponding to the right front wheel, and a fourth wheel-side control unit 20 corresponding to the right rear wheel.

[0031] In some embodiments of this application, the intelligent parking control system 10 further includes a sensor assembly 21. The sensor assembly 21 is used to collect the vehicle 1's own state parameters and / or dynamic environmental parameters.

[0032] In some embodiments of this application, the intelligent parking control system 10 also includes an electronic parking brake switch 22 (typically a button or lever). The driver triggers a parking request or release request by operating the electronic parking brake switch 22.

[0033] Specifically, the implementation process of the intelligent parking control system 10 is as follows: First, the driver presses the electronic parking brake switch 22 to send a parking request. Second, the sensor assembly 21 collects the vehicle 1's own state parameters and / or dynamic environmental parameters, and transmits them to the first control unit 11 and / or the second control unit 12 via the first communication bus 15 and / or the second communication bus 16. Next, the first control unit 11 and / or the second control unit 12 calculates the total theoretical braking force required to prevent the vehicle 1 from slipping based on its own state parameters and dynamic environmental parameters, determines the target wheel combination for performing the parking operation, and allocates the single-wheel theoretical braking force to each target wheel in the target wheel combination. Then, the first control unit 11 and / or the second control unit 12 sends the single-wheel theoretical braking force of each target wheel to the corresponding wheel-side control unit via the first communication bus 15 and / or the second communication bus 16. Finally, the wheel-side control unit controls the braking actuator of each target wheel to perform parking operation based on the single-wheel target braking force of the corresponding target wheel. During the parking process, the single-wheel target braking force is used as the set value and the single-wheel actual braking force is used as the feedback value to form a closed-loop control, dynamically adjusting the drive command of the braking actuator of each target wheel so that the single-wheel actual braking force of each target wheel tracks and approaches the single-wheel target braking force.

[0034] It should be noted that throughout the entire parking process, for the dual backup components, when both components are working properly, only one component is used, while the backup components are under monitoring and ready to take over at any time to ensure that the functional safety is foolproof.

[0035] Based on the above embodiments, the first control unit 11 and the second control unit 12 constitute control core redundancy, and logically serve as hot backups for each other, cooperating or executing the intelligent parking control method described below in a master-slave manner. When the master control unit (first control unit 11) fails, the backup unit (second control unit 12) can seamlessly take over control, ensuring the continuity of parking decisions and calculations. The first power supply circuit 13 and the second power supply circuit 14 constitute power redundancy, and independently supply power to each controller (e.g., the first control unit 11, the second control unit 12, and the wheel-side control unit) and sensor (e.g., the sensor assembly 21) within the intelligent parking control system 10. If any power supply circuit fails, the surviving power supply circuits can independently support the intelligent parking control system 10 to complete the complete parking control process, fundamentally avoiding the risk of system lock-up due to a single power supply failure. The first communication bus 15 and the second communication bus 16 constitute communication redundancy. All key nodes within the intelligent parking control system 10, including the two body control units, four wheel-side control units, the electronic parking brake switch 22, and the sensor assembly 21, are simultaneously connected to these two independent communication buses. The dual buses operate in parallel, ensuring reliable transmission of control commands and status information even if any single communication link is interrupted. In summary, the intelligent parking control system 10, through multiple redundancy designs at the control layer, power layer, communication layer, and even sensor layer, constructs a highly reliable functional safety architecture. This significantly improves the system's fault tolerance in the face of single-point or even partially multi-point failures, ensuring that the intelligent parking function can be safely and reliably executed or released under any circumstances, guaranteeing system safety in extreme failure situations.

[0036] Furthermore, the control logic of the current mainstream electronic parking control strategy still has the following inherent limitations: First, the actuator is only located on the rear wheel, resulting in a single braking force source when parking, which cannot be flexibly distributed according to conditions such as slope and load; Second, the clamping force control generally adopts a segmented calibration strategy based on a fixed slope threshold, which cannot compensate for dynamic factors such as temperature and wear in real time, thus limiting the control accuracy.

[0037] To resolve the above issues, please refer to [link / reference]. Figure 2 This application provides an intelligent parking control method. The intelligent parking control method of this application is applied to... Figure 1 The intelligent parking control system 10 shown.

[0038] Specifically, the intelligent parking control method includes the following steps. Depending on different needs, the order of some steps in the flowchart can be changed, and some steps can be omitted.

[0039] S10: In response to a parking request, obtain the vehicle's own state parameters and dynamic environmental parameters.

[0040] Among them, the self-state parameters refer to the physical state and configuration-related parameters of vehicle 1, including but not limited to the current mass of vehicle 1, the brake disc temperature of each wheel, and the frontal direction of vehicle 1.

[0041] Dynamic environmental parameters refer to the real-time parameters of the external environment in which vehicle 1 is located, including but not limited to the slope angle of vehicle 1 and the current ambient temperature.

[0042] In some embodiments of this application, the sensor assembly 21 includes, but is not limited to, multiple wheel speed sensors, acceleration sensors, ambient temperature sensors, and brake disc temperature sensors.

[0043] The method for obtaining the current mass of vehicle 1 is as follows: First, the longitudinal speed of vehicle 1 is estimated by collecting wheel speed signals from multiple wheel speed sensors. and longitudinal driving speed Differentiation yields the acceleration of motion. Secondly, a recursive estimation algorithm based on a longitudinal dynamics model is adopted, utilizing motion acceleration. By combining the drive torque signal and braking system pressure signal from the communication bus, the longitudinal resultant force acting on vehicle 1 is calculated. Finally, according to Newton's second law... Establish observation equations This will give you the current mass of vehicle 1. (Unit: kg)

[0044] Method for obtaining the slope angle: Acquire longitudinal acceleration signals containing the vehicle's motion acceleration and gravity components using an accelerometer. Combined with motion acceleration ,get ,in, The ramp angle is expressed in degrees (°). The acceleration due to gravity ( ≈9.8 m / s²).

[0045] Method for determining the vehicle's heading: When vehicle 1 is nearly stationary, the direction of the projection of the gravitational acceleration measured by the accelerometer onto the longitudinal axis of vehicle 1 is directly determined. If the projection direction points to the rear of vehicle 1, the vehicle is considered to be heading upwards (uphill); conversely, if the projection direction points to the front of vehicle 1, the vehicle is considered to be heading downwards (downhill).

[0046] Method for obtaining brake disc temperature: Direct measurement using brake disc temperature sensors installed on each brake caliper assembly.

[0047] The current ambient temperature is obtained by direct measurement using an ambient temperature sensor installed in vehicle 1.

[0048] S11: Calculate the total theoretical braking force required to prevent the vehicle from slipping off a slope, based on its own state parameters and dynamic environmental parameters.

[0049] In some embodiments of this application, when calculating the total theoretical braking force required to prevent vehicle 1 from slipping off a slope based on its own state parameters and dynamic environmental parameters, the total theoretical braking force required to prevent vehicle 1 from slipping off a slope is calculated based on the slope angle and the current mass.

[0050] Specifically, the total theoretical braking force required to prevent vehicle 1 from rolling down the slope must be greater than or equal to the component of vehicle 1's current weight that causes it to slide down the slope. The minimum total theoretical braking force is determined according to safety criteria. : .

[0051] S12: Based on the total theoretical braking force and its own state parameters, determine the target wheel combination for performing the parking operation, and determine the single-wheel theoretical braking force of each target wheel allocated to the target wheel combination.

[0052] In some embodiments of this application, when determining the target wheel combination for parking operation based on the total theoretical braking force and its own state parameters, the target braking axle is determined based on the vehicle's heading direction, wherein the vehicle's heading direction is used to distinguish whether the vehicle 1 is in an uphill or downhill state; based on a preset priority strategy, starting from a single target wheel on the target braking axle, the number of wheels participating in the parking operation is gradually increased until the sum of the maximum braking forces that the selected wheel combinations can provide is greater than or equal to the total theoretical braking force, and the selected wheel combination is taken as the target wheel combination.

[0053] It should be noted that the method for determining the target wheel combination for parking operations based on the total theoretical braking force and its own state parameters will be discussed later. Figure 3 The embodiments shown are described in detail, and will not be repeated here to avoid repetition.

[0054] Furthermore, since the basic principle for determining the target wheel combination is that the sum of the maximum braking forces provided by the selected target wheel combination must be greater than or equal to the total theoretical braking force, then for a single target wheel, the required single-wheel theoretical braking force must meet the following condition: in, The theoretical braking force required to be allocated to a single target wheel. The rolling radius of the target wheel; The number of target wheels in the target wheel assembly. The coefficient of friction between the brake disc and the friction pad of the target wheel.

[0055] S13: Based on its own state parameters and dynamic environment parameters, the theoretical braking force of each target wheel is compensated to obtain the target braking force of each target wheel.

[0056] In some embodiments of this application, when compensating for the theoretical braking force of each target wheel based on its own state parameters and dynamic environmental parameters, the theoretical braking force of each target wheel is compensated based on the brake disc temperature of each target wheel, the current ambient temperature, and the calibrated stiffness characteristic data.

[0057] Specifically, compensation for the theoretical braking force of a single wheel is achieved by establishing an open-loop feedforward compensation mechanism based on a physical model. This open-loop feedforward compensation mechanism aims to compensate for the theoretical braking force of a single wheel. Corrected to high-precision single-wheel target braking force The core logic is based on modeling and compensating for the following two key physical effects: The first item is temperature compensation for the stiffness of the braking system: the transmission characteristics of the braking actuator are determined by the stiffness of the braking assembly. Characterization of braking assembly stiffness Defined as the caliper thrust of the target wheel The rate of change of the clamping displacement between the brake pads and the brake disc ,Right now: Brake assembly stiffness The stiffness of the braking assembly is significantly affected by temperature. It is a function of temperature. By looking up a table or interpolating, using the calibrated stiffness-temperature characteristic curve, the brake disc temperature can be determined. and current ambient temperature Determine the effective stiffness at the current temperature This is to compensate for the nonlinear changes in stiffness caused by the thermal deformation of the component. Effective stiffness It can be represented as: ,in, For room temperature reference stiffness, the function It was determined through bench testing and is used to describe the nonlinear change in stiffness caused by thermal deformation of components such as brake calipers.

[0058] Second, compensation for brake disc thermal expansion clearance: brake disc temperature With the current ambient temperature Differences in these properties cause thermal expansion of the brake disc, thereby altering the effective working clearance between the brake pads and the brake disc. (Amount of thermal expansion) The calculation is as follows: ,in, The coefficient of linear expansion of the brake disc material. This is the effective diameter of the brake disc.

[0059] Comprehensive compensation calculation of single-wheel target braking force: final single-wheel target braking force Based on the combined calculations of the two compensation methods mentioned above, the compensation formula is as follows: in, To generate the theoretical braking force of a single wheel under ideal stiffness at room temperature The required nominal clamping displacement. To compensate for the additional displacement required to counteract the thermal expansion of the brake disc, This represents the effective stiffness at the current temperature.

[0060] Based on the above embodiments, this application first corrects the equivalent stiffness of the braking system by acquiring the brake disc temperature and the current ambient temperature in real time, then calculates the clearance change caused by thermal expansion, and finally applies these two compensation quantities to the calculation of the theoretical braking force of a single wheel, thereby outputting a high-precision single-wheel target braking force command that can offset the main systematic errors. Based on this, open-loop feedforward compensation provides a precise starting point for subsequent closed-loop tracking control, significantly improving the control accuracy and response speed of parking operations.

[0061] S14: Based on the single-wheel target braking force of each target wheel, control each target wheel to perform parking operation.

[0062] Specifically, based on the single-wheel target braking force of each target wheel in the target wheel assembly, the corresponding target wheel is controlled to perform a parking operation.

[0063] In the intelligent parking control method of this application embodiment, firstly, in response to a parking request, the vehicle 1's own state parameters and dynamic environmental parameters are acquired, and the total theoretical braking force required to prevent the vehicle 1 from slipping is calculated accordingly. This ensures that the braking force requirement is accurately matched with the real-time operating conditions, fundamentally avoiding the risks of "under-braking" (slipping) or "over-braking" (component overload) caused by braking force estimation errors. Secondly, based on the total theoretical braking force and its own state parameters, the target wheel combination for performing the parking operation is determined, and the theoretical braking force of each target wheel is allocated. This allows for the dynamic selection of the optimal wheel combination (e.g., single wheel, two wheels, three wheels, four wheels) while meeting the braking force requirement. This approach not only reduces energy consumption and component wear on flat roads or gentle slopes, extending system lifespan, but also automatically activates redundant combinations in case of partial actuator failure, providing necessary safety redundancy for advanced autonomous driving functions. Next, by combining its own state parameters and dynamic environmental parameters, it performs real-time compensation for the theoretical braking force of each target wheel, obtaining accurate single-wheel target braking force. The compensation process comprehensively considers disturbance variables affecting braking performance (such as gap changes caused by brake disc thermal expansion and the nonlinear characteristics of system stiffness with temperature), significantly improving open-loop estimation accuracy. Finally, based on the single-wheel target braking force of each target wheel, it controls each target wheel to perform parking operations, achieving high-precision parking. In summary, this application, through deep integration of vehicle 1's real-time state and environmental perception parameters, combined with open-loop compensation and intelligent wheel allocation strategies, achieves comprehensive technical improvements in braking safety, control accuracy, system energy efficiency, functional redundancy, and adaptability to all operating conditions.

[0064] In some embodiments of this application, after the intelligent parking control method drives the brake actuator corresponding to each target wheel to perform a parking operation, it further includes: S15: Real-time acquisition of the actual braking force of each target wheel.

[0065] In some embodiments of this application, when the actual braking force of each target wheel is acquired in real time, the real-time operating current of the brake actuator of each target wheel is detected; based on the real-time operating current, the actual braking force of each target wheel is calculated.

[0066] Based on the above embodiments, by detecting the real-time operating current of the braking actuator (e.g., drive motor) corresponding to each target wheel, and combining the known motor torque constant and transmission system model, a high-precision actual braking force of a single wheel is calculated in real time, realizing direct and objective measurement of the execution effect and providing a reliable feedback signal basis for closed-loop control.

[0067] S16: Using the target braking force of each target wheel as a set value and the actual braking force of each target wheel as a feedback value to form a closed loop, the driving command of the braking actuator of each target wheel is dynamically adjusted so that the actual braking force of each target wheel tracks and approaches the target braking force.

[0068] In some embodiments of this application, when a closed loop is formed by using the target braking force of each target wheel as a set value and the actual braking force of each target wheel as a feedback value, and the driving command of the braking actuator of each target wheel is dynamically adjusted, the ratio of the difference between the target braking force of each target wheel and the actual braking force of each target wheel to the actual braking force of the single wheel is used as the deviation, i.e., (target braking force of single wheel) - actual braking force of single wheel) / actual braking force of single wheel; based on the deviation as the control input, the adjustment amount of the driving command of the braking actuator is calculated through a proportional-integral-derivative control algorithm; the driving command of the braking actuator (e.g., motor current) is adjusted according to the adjustment amount, so that the actual braking force of the single wheel converges to the target braking force of the single wheel.

[0069] Based on the above embodiments, a single-wheel target braking force is used as the set value, and the actual single-wheel braking force is used as the feedback value to form an independent single-wheel force closed-loop control loop. Through proportional-integral-derivative control algorithms, the motor current of each braking actuator is dynamically adjusted so that the actual braking force can quickly and smoothly track and approach the target value.

[0070] The intelligent parking control method of this application, in the process of controlling each target wheel to perform parking operation based on the single-wheel target braking force of each target wheel, introduces and integrates real-time force feedback closed-loop control. This not only ensures that the precise target set by open-loop compensation is ultimately achieved, but also enables the system to have the adaptive ability to cope with real-time disturbances and uncertainties. Thus, it achieves synergistic optimization in terms of control accuracy, dynamic performance, reliability and safety, and fully meets the high standard requirements of intelligent vehicles for parking systems.

[0071] In summary, the embodiments of this application organically combine open-loop feedforward correction and closed-loop feedback control to construct a synergistic composite parking architecture, thereby achieving a systematic breakthrough in parking force control. This not only solves the single shortcomings of traditional methods in terms of accuracy, speed, or robustness, but also achieves synergistic optimization of various performance indicators and a leap in system-level reliability, providing key technical support for parking safety and intelligent experience of intelligent vehicles.

[0072] Please see Figure 3 This is a detailed flowchart illustrating step S12 of the intelligent parking control method provided in this application embodiment.

[0073] Specifically, determining the target wheel combination for parking operations based on the total theoretical braking force and its own state parameters includes the following steps. Depending on different needs, the order of some steps in this flowchart can be changed, and some steps can be omitted.

[0074] S20: Determine the target braking axle based on the vehicle's heading direction.

[0075] The vehicle's heading direction is used to distinguish whether vehicle 1 is going uphill or downhill. For example, if the vehicle is facing upwards, it is going uphill. When vehicle 1 is going uphill, due to inertia, the load shifts to the rear axle, increasing the normal force between the rear wheels and the ground, thus providing greater traction potential. Therefore, the system prioritizes identifying the rear axle as the target braking axle. Conversely, if the vehicle is facing downwards, it is going downhill. When vehicle 1 is going downhill, the load shifts to the front axle, resulting in better traction for the front wheels. Therefore, the system prioritizes identifying the front axle as the target braking axle.

[0076] S21: Based on a preset priority strategy, starting from a single target wheel on the target braking axle, gradually increase the number of wheels participating in the parking operation until the sum of the maximum braking forces provided by the selected wheel combinations is greater than or equal to the total theoretical braking force, and then use the selected wheel combination as the target wheel combination.

[0077] In some embodiments of this application, the priority strategy includes the following judgment logic: If the maximum braking force of any target wheel on the target brake axle is greater than or equal to the total theoretical braking force, the target wheel combination is determined to include any target wheel on the target brake axle.

[0078] If the maximum braking force of any target wheel on the target brake axle is less than the total theoretical braking force, but the sum of the maximum braking forces of the two target wheels on the target brake axle is greater than or equal to the total theoretical braking force, the target wheel combination is determined to include the two target wheels on the target brake axle.

[0079] If the sum of the maximum braking forces of the two target wheels on the target brake axle is less than the total theoretical braking force, but the sum of the maximum braking forces of the two target wheels on the target brake axle and the maximum braking force of any target wheel on the non-target brake axle is greater than or equal to the total theoretical braking force, the target wheel combination is determined to include the two target wheels on the target brake axle and any target wheel on the non-target brake axle.

[0080] If the sum of the maximum braking force of the two target wheels on the target brake axle and the maximum braking force of any target wheel on the non-target brake axle is less than the total theoretical braking force, the target wheel combination is determined to include the two target wheels on the target brake axle and the two target wheels on the non-target brake axle.

[0081] Based on the above embodiments, this application determines the target wheel combination for performing parking operations according to the total theoretical braking force and its own state parameters. Under the premise of meeting the braking force requirements, it can dynamically select the optimal wheel combination (e.g., single wheel, two wheels, three wheels, four wheels). This not only reduces energy consumption and component wear on flat roads or small slopes and extends the system life, but also automatically activates redundant combinations when some actuators fail, providing necessary safety redundancy for advanced autonomous driving functions.

[0082] Please see Figure 4 This is a schematic diagram of the functional modules of the intelligent parking control device 100 provided in the embodiments of this application.

[0083] In this embodiment, based on the above... Figure 1 Using the same concept as the intelligent parking control method in the illustrated embodiments, this application also provides an intelligent parking control device 100, which can be used to execute the above-described intelligent parking control method. For ease of explanation, the schematic diagram of the intelligent parking control device 100 embodiment only shows the parts related to the embodiments of this application. Those skilled in the art will understand that the illustrated structure does not constitute a limitation on the intelligent parking control device 100, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0084] Specifically, the intelligent parking control device 100 provided in this application embodiment includes an acquisition module 110, a calculation module 120, a determination module 130, a compensation module 140, and a parking module 150. The acquisition module 110 is used to acquire the vehicle 1's own state parameters and dynamic environmental parameters in response to a parking request; the calculation module 120 is used to calculate the total theoretical braking force required to prevent the vehicle 1 from slipping based on its own state parameters and dynamic environmental parameters; the determination module 130 is used to determine the target wheel combination for performing the parking operation based on the total theoretical braking force and its own state parameters, and to determine the single-wheel theoretical braking force allocated to each target wheel in the target wheel combination; the compensation module 140 is used to compensate the single-wheel theoretical braking force of each target wheel based on its own state parameters and dynamic environmental parameters, to obtain the single-wheel target braking force of each target wheel; the parking module 150 is used to drive the brake actuator corresponding to each target wheel to perform the parking operation based on the single-wheel target braking force of each target wheel.

[0085] Specific limitations regarding the intelligent parking control device 100 can be found in the limitations of the intelligent parking control method described above, and will not be repeated here. Each module in the aforementioned intelligent parking control device 100 can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware within or independently of the processors in the first control unit 11 and / or the second control unit 12, or stored in software in the memory of the first control unit 11 and / or the second control unit 12, so that the processor can call and execute the operations corresponding to each module.

[0086] The first control unit 11 and / or the second control unit 12 provided in this application embodiment include, but are not limited to, a memory, a processor, and a computer program stored in the memory and executable on the processor, such as an intelligent parking control program. When the computer program is executed by the processor, it implements the intelligent parking control method as described in the above embodiment.

[0087] In some embodiments of this application, the first control unit 11 and / or the second control unit 12 can be communicatively connected to devices such as desktop computers, laptops, handheld computers, and cloud servers.

[0088] In some embodiments of this application, the first control unit 11 and / or the second control unit 12 can interact with the user through a keyboard, mouse, remote control, touchpad or voice control device.

[0089] In some embodiments of this application, the first control unit 11 and / or the second control unit 12 may further include network devices and / or client devices. The network devices include, but are not limited to, a single network server, a server group consisting of multiple network servers, and a cloud server based on cloud computing, consisting of a large number of hosts or network servers.

[0090] In some embodiments of this application, the networks where the first control unit 11 and / or the second control unit 12 are located include, but are not limited to, the Internet, wide area network, metropolitan area network, local area network, virtual private network (VPN), etc.

[0091] In some embodiments of this application, the memory stores multiple computer-readable instructions to implement an intelligent parking control method. The processor can execute multiple instructions to achieve: in response to a parking request, acquiring the vehicle 1's own state parameters and dynamic environmental parameters; calculating the total theoretical braking force required to prevent the vehicle 1 from slipping off the road based on the own state parameters and dynamic environmental parameters; determining the target wheel combination for performing the parking operation based on the total theoretical braking force and the vehicle's own state parameters, and determining the single-wheel theoretical braking force allocated to each target wheel in the target wheel combination; compensating the single-wheel theoretical braking force of each target wheel based on the vehicle's own state parameters and dynamic environmental parameters to obtain the single-wheel target braking force of each target wheel; and controlling each target wheel to perform a parking operation based on the single-wheel target braking force of each target wheel.

[0092] Specifically, the processor's implementation method for the above instructions can be found in [reference needed]. Figure 1 The descriptions of the relevant steps in the corresponding embodiments are not repeated here.

[0093] Those skilled in the art will understand that the schematic diagram is merely an example of the first control unit 11 and / or the second control unit 12, and does not constitute a limitation on the first control unit 11 and / or the second control unit 12. The first control unit 11 and / or the second control unit 12 can be a bus topology or a star topology. The first control unit 11 and / or the second control unit 12 may also include more or fewer other hardware or software than shown in the diagram, or different component arrangements. For example, the first control unit 11 and / or the second control unit 12 may also include input / output devices, network access devices, etc.

[0094] The bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. The bus is configured to implement communication between memory and at least one processor.

[0095] It should be noted that the first control unit 11 and / or the second control unit 12 are merely examples. Other existing or future electronic products that are suitable for this application should also be included within the scope of protection of this application and are incorporated herein by reference.

[0096] In some embodiments of this application, the processor may be composed of integrated circuits, such as a single packaged integrated circuit or multiple integrated circuits with the same or different functions, including one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and combinations of various control chips. The processor is the control core of the first control unit 11 and / or the second control unit 12, connecting various components of the first control unit 11 and / or the second control unit 12 via various interfaces and lines. It executes programs or modules stored in memory (e.g., executing an intelligent parking control program) and calls data stored in memory to perform various functions of the first control unit 11 and / or the second control unit 12 and process data.

[0097] The processor executes the operating system of the first control unit 11 and / or the second control unit 12, as well as various installed applications. The processor executes the applications to implement the steps described in each of the above-described embodiments of the intelligent parking control method, for example... Figures 1-4 The steps are shown.

[0098] For example, a computer program may be divided into one or more modules / units, one or more of which are stored in memory and executed by a processor to complete this application. One or more modules / units may be a series of computer-readable instruction segments capable of performing a specific function, which describe the execution process of the computer program in the first control unit 11 and / or the second control unit 12. For example, the computer program may be divided into an acquisition module 110, a calculation module 120, a determination module 130, a compensation module 140, and a parking module 150.

[0099] The integrated unit implemented as a software functional module described above can be stored in a computer-readable storage medium. This software functional module, stored in a storage medium, includes several instructions to cause a computer device (which may be a personal computer, computer equipment, or network device, etc.) or processor to execute a portion of an intelligent parking control method according to various embodiments of this application.

[0100] If the integrated module / unit of the first control unit 11 and / or the second control unit 12 is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware devices. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above.

[0101] Computer programs include computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. Computer-readable media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory, and other types of memory.

[0102] This application also provides a computer-readable storage medium (not shown), which stores computer-readable instructions. These computer-readable instructions are executed by processors in the first control unit 11 and / or the second control unit 12 to implement an intelligent parking control method of any of the above embodiments.

[0103] Specifically, the computer-readable storage medium can be non-volatile or volatile. Computer-readable storage media include flash memory, portable hard drives, multimedia cards, card-type memories (e.g., SD memory, DX memory, etc.), magnetic storage, magnetic disks, optical disks, etc. In some embodiments, the memory can be an internal storage unit of the first control unit 11 and / or the second control unit 12, such as a portable hard drive of the first control unit 11 and / or the second control unit 12. In other embodiments, the memory can be an external storage device of the first control unit 11 and / or the second control unit 12, such as a plug-in portable hard drive, a smart media card (SMC), a secure digital (SD) card, a flash card, etc., equipped on the first control unit 11 and / or the second control unit 12. The memory can be used not only to store application software and various types of data installed on the first control unit 11 and / or the second control unit 12, such as the code of a smart parking control program, but also to temporarily store data that has been output or will be output.

[0104] Furthermore, the computer-readable storage medium may primarily include a stored program area and a stored data area, wherein the stored program area may store the operating system, an application program required for at least one function, etc.; and the stored data area may store data created based on the use of blockchain nodes, etc.

[0105] In the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, "multiple" means two or more.

[0106] In the embodiments of this application, it should be noted that, unless otherwise expressly specified and limited, the word "for example" is used to indicate an example, illustration, or description. Any embodiment or design scheme described as "for example" in the embodiments of this application should not be construed as being better or more advantageous than other embodiments or design schemes. Specifically, the use of the word "for example" is intended to present the relevant concepts in a specific manner.

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

[0108] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features.

[0109] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Furthermore, the character " / " in this application generally indicates that the preceding and following related objects have an "or" relationship.

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

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

[0112] In the several embodiments provided in this application, it should be understood that the disclosed methods and apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and there may be other division methods in actual implementation.

[0113] In the various embodiments of this application, the functional modules can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in the form of hardware plus software functional modules.

[0114] Furthermore, it is clear that the word "comprising" does not exclude other units or steps, and the singular does not exclude the plural. Multiple units or devices described in the specification may also be implemented by a single unit or device through software or hardware.

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. An intelligent parking control method, characterized in that, The method includes: In response to a parking request, obtain the vehicle's own status parameters and dynamic environmental parameters; Based on its own state parameters and the dynamic environment parameters, calculate the total theoretical braking force required to prevent the vehicle from slipping off the slope. Based on the total theoretical braking force and its own state parameters, the target wheel combination for performing the parking operation is determined, and the single-wheel theoretical braking force allocated to each target wheel in the target wheel combination is determined. Based on its own state parameters and the dynamic environment parameters, the theoretical braking force of each target wheel is compensated to obtain the target braking force of each target wheel. Based on the single-wheel target braking force of each target wheel, control each target wheel to perform a parking operation.

2. The intelligent parking control method as described in claim 1, characterized in that, After the method drives the brake actuator corresponding to each target wheel to perform a parking operation, it further includes: The actual braking force of each target wheel is obtained in real time. By using the target braking force of each target wheel as a set value and the actual braking force of each target wheel as a feedback value to form a closed loop, the driving command of the braking actuator of each target wheel is dynamically adjusted so that the actual braking force of each target wheel tracks and approaches the target braking force.

3. The intelligent parking control method as described in claim 2, characterized in that, The real-time acquisition of the actual braking force of each target wheel includes: Detect the real-time operating current of the braking actuator of each target wheel; Based on the real-time operating current, the actual braking force of each target wheel is calculated.

4. The intelligent parking control method as described in claim 1, characterized in that, The self-state parameters include the vehicle's frontal direction. Determining the target wheel combination for the parking operation based on the total theoretical braking force and the self-state parameters includes: Based on the vehicle's heading direction, the target braking axle is determined, wherein the vehicle's heading direction is used to distinguish whether the vehicle is in an uphill or downhill state; Based on a preset priority strategy, starting with a single target wheel on the target braking axle, the number of wheels participating in the parking operation is gradually increased until the sum of the maximum braking forces provided by the selected wheel combinations is greater than or equal to the total theoretical braking force. The selected wheel combination is then taken as the target wheel combination.

5. The intelligent parking control method as described in claim 4, characterized in that, The priority strategy includes the following judgment logic: If the maximum braking force of any target wheel on the target brake axle is greater than or equal to the total theoretical braking force, the target wheel combination is determined to include any target wheel on the target brake axle; If the maximum braking force of any target wheel on the target brake axle is less than the total theoretical braking force, but the sum of the maximum braking forces of the two target wheels on the target brake axle is greater than or equal to the total theoretical braking force, then the target wheel combination is determined to include the two target wheels on the target brake axle. If the sum of the maximum braking forces of the two target wheels on the target brake axle is less than the total theoretical braking force, but the sum of the maximum braking forces of the two target wheels on the target brake axle and the maximum braking force of any target wheel on the non-target brake axle is greater than or equal to the total theoretical braking force, then the target wheel combination is determined to include the two target wheels on the target brake axle and any target wheel on the non-target brake axle. If the sum of the maximum braking force of the two target wheels on the target brake axle and the maximum braking force of any target wheel on the non-target brake axle is less than the total theoretical braking force, then the target wheel combination is determined to include the two target wheels on the target brake axle and the two target wheels on the non-target brake axle.

6. The intelligent parking control method as described in claim 1, characterized in that, The self-state parameters include the current mass of the vehicle and the brake disc temperature of each target wheel; the dynamic environmental parameters include the vehicle's slope angle and the current ambient temperature. The compensation of the theoretical braking force of each target wheel based on its own state parameters and the dynamic environment parameters includes: The theoretical braking force of each target wheel is compensated based on the brake disc temperature of each target wheel, the current ambient temperature, and the calibrated stiffness characteristic data. The step of calculating the total theoretical braking force required to prevent the vehicle from slipping off a slope based on its own state parameters and the dynamic environmental parameters includes: Based on the slope angle and the current mass, calculate the total theoretical braking force required to prevent the vehicle from rolling back.

7. An intelligent parking control device, characterized in that, The device includes: The acquisition module is used to obtain the vehicle's own status parameters and dynamic environmental parameters in response to parking requests; The calculation module is used to calculate the total theoretical braking force required to prevent the vehicle from slipping off a slope, based on its own state parameters and the dynamic environment parameters. The determination module is used to determine the target wheel combination for performing the parking operation based on the total theoretical braking force and its own state parameters, and to determine the single-wheel theoretical braking force allocated to each target wheel in the target wheel combination. The compensation module is used to compensate the theoretical braking force of each target wheel based on its own state parameters and the dynamic environment parameters, so as to obtain the target braking force of each target wheel. The parking module is used to drive the brake actuator corresponding to each target wheel to perform a parking operation based on the single-wheel target braking force of each target wheel.

8. An intelligent parking control system, characterized in that, Applied to vehicles, the system includes: A first control unit and / or a second control unit, wherein the first control unit and the second control unit are redundant backups of each other, are used to execute the intelligent parking control method as described in any one of claims 1 to 6; A first power supply circuit and / or a second power supply circuit, wherein the first power supply circuit and the second power supply circuit are redundant backups of each other, are used to supply power to the intelligent parking control system. A first communication bus and / or a second communication bus, wherein the first communication bus and the second communication bus are redundant backups of each other, are used to provide a communication channel for the intelligent parking control system.

9. The intelligent parking control system as described in claim 8, characterized in that, The system also includes: Multiple wheel-side control units are configured corresponding to each wheel of the vehicle, and the multiple wheel-side control units are communicatively connected to the first control unit and / or the second control unit via the first communication bus and / or the second communication bus.

10. A vehicle, characterized in that, The vehicle is equipped with an intelligent parking control system as described in any one of claims 8 to 9.

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