Automatic parking method and system

Abstract

The invention belongs to the field of vehicles, and discloses an automatic parking method and system, and the method comprises the steps: generating a first braking instruction based on the sensor data of a vehicle, and transmitting the first braking instruction to an EBS system, so that the EBS system builds a first braking pressure based on the first braking instruction; and when the vehicle tends to slide, a pressure compensation instruction is sent to the EBS system, so that the EBS system compensates the first brake pressure based on the pressure compensation instruction. According to the method, whether the vehicle has the sliding trend or not is continuously monitored, and if yes, a pressure compensation instruction is generated immediately and sent to the EBS system again. By compensating the first brake pressure in real time, the vehicle can be corrected at the initial stage of vehicle sliding, and the risk of vehicle sliding caused by pressure reduction of the vehicle is reduced. In the whole process, dynamic adjustment and real-time compensation of braking pressure are achieved, safety and stability during parking are improved, dependence on a traditional parking pressure maintaining system is reduced, and the service life of the system is prolonged.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method and system for automatic parking. Background Technology

[0002] Automatic Vehicle Hold (AVH) is an important technology for improving driving convenience and safety and has been widely used in modern vehicles.

[0003] The AVH (Auto-Holding) function based on Electronic Stability Control (ESC) is currently the most common implementation. Its working principle is to actively build up and maintain braking pressure when the vehicle is parked through the hydraulic automatic parking system of the ESC system. However, the hydraulic system relies on the sealing of the solenoid valves to maintain pressure for a long time. When the vehicle is parked for a long time or there is a slight internal leakage in the system, the braking force will slowly decrease, causing the vehicle to roll away, which poses a safety hazard.

[0004] Therefore, how to reduce the risk of vehicle rollback during automatic parking is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0005] To address the risk of vehicle slippage in existing automatic parking systems, this invention provides an automatic parking method and system.

[0006] An automatic parking method includes: The first braking command is generated based on the vehicle's sensor data; The first braking command is sent to the EBS (Electronic Brake System) so that the EBS system can establish a first braking pressure based on the first braking command; Detect whether the vehicle is showing signs of rolling away; If so, a pressure compensation command is generated and sent to the EBS system so that the EBS system can compensate for the first braking pressure based on the pressure compensation command.

[0007] Optionally, the sensor data includes longitudinal acceleration data, CAN data, and vehicle speed data; The generation of the first braking command based on vehicle sensor data includes: The slope at the location where the vehicle comes to a complete stop is determined based on the longitudinal acceleration data, the CAN data, and the vehicle speed data. The vehicle dynamic quality is determined based on the CAN data and the vehicle speed data. The first braking pressure is calculated based on the slope and the vehicle's dynamic mass, and the first braking command is generated based on the first braking pressure.

[0008] Optionally, the method further includes: In response to the update of the sensor data, a second braking command is generated based on the updated sensor data; The second braking command is sent to the EBS system so that the EBS system can establish a second braking pressure based on the second braking command.

[0009] Optionally, detecting whether the vehicle has a tendency to roll away includes: Wheel speed pulses are detected by a wheel speed sensor; Determine whether the fluctuation of the wheel speed pulse exceeds a first threshold; If so, then it is determined that the vehicle is showing signs of rolling away; If not, then it is determined that the vehicle does not have a tendency to roll away.

[0010] Optionally, detecting whether the vehicle has a tendency to roll away includes: Obtain the EBS pressure fed back by the EBS system; the EBS pressure is the pressure detected by the pressure sensor inside the EBS system. Determine whether the EBS pressure has decreased; If so, then it is determined that the vehicle is showing signs of rolling away; If not, then it is determined that the vehicle does not have a tendency to roll away.

[0011] Optionally, before generating the first braking command based on the vehicle's sensor data, the method further includes: Obtain vehicle status information; Determine whether the vehicle status information meets the activation conditions of the automatic parking function; If so, the automatic parking function is activated, and the step of generating the first braking command based on the vehicle's sensor data is executed; If not, return to the step of obtaining vehicle status information.

[0012] Optionally, activating the automatic parking function includes: Obtain vehicle speed data; Based on the vehicle speed data, determine whether the vehicle is in a congested scene; If so, the automatic parking function will be activated after the activation condition is met for a period of time exceeding the second threshold.

[0013] Optionally, the method further includes: Update the vehicle status information and determine whether the vehicle status information meets the exit conditions of the automatic parking function; If so, a pressure release command is sent to the EBS system so that the EBS system releases the braking pressure based on the pressure release command.

[0014] Optionally, the method further includes: The driver's driving habits are determined based on the vehicle status information; the driving habits include a first driving habit and a second driving habit. If the driving habit is the first driving habit, then an adjustment command is sent to the EBS system so that the EBS system increases the release rate of the braking pressure based on the adjustment command; If the driving habit described is the second driving habit, then adjust the activation conditions of the automatic parking function.

[0015] An automatic parking system includes: The first instruction module is used to generate a first braking command based on the vehicle's sensor data; The sending module is used to send the first braking command to the EBS system so that the EBS system can establish a first braking pressure based on the first braking command; The detection module is used to detect whether the vehicle has a tendency to roll away. The second instruction module is used to generate a pressure compensation instruction when the vehicle has a tendency to roll backward, and send the pressure compensation instruction to the EBS system so that the EBS system can compensate the first braking pressure based on the pressure compensation instruction.

[0016] The automatic parking method provided in this invention generates a first braking command based on vehicle sensor data and sends it to the EBS system, enabling the EBS system to establish a first braking pressure based on the first braking command. When the vehicle shows a tendency to roll backward, a pressure compensation command is sent to the EBS system, allowing the EBS system to compensate for the first braking pressure based on the pressure compensation command. This invention can generate and send a first braking command to the EBS system using sensor data, thereby quickly establishing the first braking pressure. Compared to traditional single-hardware parking methods, this is faster and more accurate, and requires no additional hardware investment. Simultaneously, this invention continuously monitors whether the vehicle shows a tendency to roll backward. If so, it immediately generates a pressure compensation command and sends it to the EBS system again. By compensating for the first braking pressure in real time, the vehicle can be corrected in the early stages of rolling backward, reducing the risk of rolling backward due to pressure drop. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A flowchart illustrating an automatic parking method provided in an embodiment of the present invention; Figure 2 for Figure 1 A flowchart illustrating an actual manifestation of step S01 in a provided automatic parking method; Figure 3 A flowchart of another automatic parking method provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of a control architecture for ABS and EBS collaboration provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of a control flow diagram for the coordinated operation of ABS and EBS provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of an automatic parking system provided in an embodiment of the present invention. Detailed Implementation

[0019] To better understand the technical solution of the present invention, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0020] It should be understood that the described embodiments are merely some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0021] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0022] It should be understood that the term "and / or" used in this article 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, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0023] The AVH function based on ESC is currently the most common implementation solution. Its working principle is to actively build up and maintain braking pressure through the hydraulic automatic parking system of the ESC system when the vehicle is parked. However, the hydraulic system relies on the sealing of the solenoid valve to maintain pressure for a long time. When the vehicle is parked for a long time or there is a slight internal leakage in the system, the braking force will slowly decrease, causing the vehicle to roll away, which poses a safety hazard.

[0024] Therefore, the present invention provides an automatic parking method to solve the above problems.

[0025] Please refer to Figure 1 The flowchart below shows an automatic parking method provided by an embodiment of the present invention, which includes the following steps: Step S01: Generate a first braking command based on the vehicle's sensor data.

[0026] In this embodiment, the first braking command is the instruction from the automatic parking system to control the vehicle's EBS system to perform a parking action. The first braking command includes detailed braking parameters, such as target braking pressure and application duration. The combination of these braking parameters aims to ensure that the vehicle can stop smoothly and safely during automatic parking and remain in the desired position. The information contained in the first braking command is dynamically changing; it is not a preset fixed value but is adjusted in real time according to the vehicle's operating status and environmental information, thus improving the adaptive capability of the automatic parking system.

[0027] This embodiment generates a first braking command based on vehicle sensor data, enabling precise control of the vehicle's automatic parking function. Relying solely on preset braking commands cannot address the varying road conditions a vehicle may encounter. For example, on a slope, the vehicle requires greater braking force to overcome gravity; on slippery surfaces, braking pressure needs to be reduced to prevent skidding. The sensor data provided by the vehicle sensors comprehensively reflects the vehicle's operating status and environmental information. Therefore, generating a first braking command based on this sensor data ensures that the vehicle meets the requirements of automatic parking and prevents it from rolling away.

[0028] The specific implementation of step S01 can be referred to the embodiments shown in subsequent steps S41 to S43, which will not be repeated here.

[0029] Step S02: Send the first braking command to the EBS system so that the EBS system can establish the first braking pressure based on the first braking command.

[0030] In this embodiment, the automatic parking system transmits a first braking command to the EBS system. Upon receiving the first braking command, the EBS system controls the brake chamber pressure through its internal pressure regulation unit, thereby applying a first braking pressure to the wheels. This process is fundamental to the vehicle's automatic parking capability, ensuring that the vehicle can brake according to the set braking force target, preparing for subsequent rollover tendency detection and pressure compensation.

[0031] Traditional automatic parking systems rely on ESC (Electronic Stability Control) for hydraulic control. During prolonged parking or when there is a minor internal leak in the system, the braking force gradually decreases, increasing the risk of vehicle rollover. This embodiment chooses an EBS (Electronic Braking System) for automatic parking because it offers more precise pressure control and a faster response time. The EBS system has an independent pressure regulation unit that directly controls the brake chamber pressure, avoiding the efficiency losses and potential safety hazards associated with indirect control via ESC, thus ensuring stable vehicle parking.

[0032] Step S03: Detect whether the vehicle has a tendency to roll away.

[0033] If so, proceed to step S04.

[0034] In this embodiment, detecting whether the vehicle has a tendency to roll away refers to determining whether the wheels lose control during braking. A tendency to roll away indicates that the friction between the vehicle and the ground is insufficient for effective deceleration, causing the vehicle to move unpredictably when stopped, thus affecting the stability and safety of the automatic parking process. The tendency to roll away is a key indicator that the automatic parking system needs to closely monitor and intervene in. Once a tendency to roll away occurs, it will negatively impact vehicle control and may prevent the automatic parking function from being accurately implemented.

[0035] By detecting any tendency for the vehicle to roll backward, the system can intervene before the vehicle begins to slip, preventing uncontrollable movement during parking and ensuring the vehicle comes to a safe and stable stop and remains parked. By detecting this tendency, the automatic parking system can dynamically adjust braking pressure to maintain optimal braking performance, thus improving overall parking safety.

[0036] In some embodiments, when the vehicle does not show any tendency to roll away, no action may be taken, and the EBS system will maintain the initial braking pressure.

[0037] In some embodiments, to improve the reliability of the vehicle rollaway tendency detection, the presence of a rollaway tendency can be determined by detecting wheel speed pulses. Specifically, step S03, which involves detecting whether a vehicle has a rollaway tendency, may include the following steps: Step S11: Detect wheel speed pulses using wheel speed sensors.

[0038] In this embodiment, wheel speed sensors on the vehicle are used to collect wheel speed pulses generated by the rotation of each wheel. When the vehicle is parked, wheel rotation will cause a sudden change in the fluctuation of the wheel speed pulses. By monitoring the fluctuation of the wheel speed pulses, the automatic parking system can determine whether the wheels are rotating and take timely measures, such as adjusting the braking pressure, to prevent the vehicle from losing control.

[0039] Step S12: Determine whether the fluctuation of the wheel speed pulse exceeds the first threshold.

[0040] If yes, proceed to step S13; otherwise, proceed to step S14.

[0041] Step S13: Determine that the vehicle has a tendency to roll away.

[0042] Step S14: Determine that the vehicle does not have a tendency to roll away.

[0043] In this embodiment, the automatic parking system analyzes the wheel speed pulse signals collected by the wheel speed sensors, evaluates their frequency variation range, and compares them with a preset first threshold. If the fluctuation exceeds the first threshold, it means that the wheel may be rotating or is about to rotate. This judgment process is a key step in the automatic parking system to identify the tendency of the vehicle to slip, providing a basis for the generation of subsequent pressure compensation commands. By comparing the fluctuation range of the wheel speed pulses with the preset threshold, it is possible to more accurately determine whether the vehicle is slipping, thereby avoiding unnecessary pressure adjustments and ensuring the effectiveness of the AVH system. The first threshold is a preset value, the magnitude of which is adjusted according to factors such as vehicle type and road conditions to ensure the sensitivity and accuracy of detection.

[0044] Based on the above embodiments, in some embodiments, to further improve the reliability of the rollaway trend detection, the pressure inside the EBS system can be monitored to detect potential braking pressure decline trends in a timely manner. Even if the wheel speed sensors do not detect significant speed changes, early warning and intervention can still be provided. That is, step S03, which involves detecting whether the vehicle has a rollaway trend, can specifically include the following steps: Step S21: Obtain the EBS pressure reported by the EBS system.

[0045] In this embodiment, EBS pressure refers to the pressure value within the brake chamber of the EBS system, which directly affects the braking force of the wheels. The pressure sensor is a crucial component of the EBS system, used to monitor the brake chamber pressure in real time and feed the pressure information back to the automatic parking system.

[0046] Obtaining EBS pressure feedback from the EBS system is crucial for improving the accuracy of slippage detection. While wheel speed sensors can monitor wheel rotation speed changes, sometimes the wheels may only rotate very slightly without causing a significant change in speed, making it difficult for the wheel speed sensors to accurately detect slippage. By monitoring EBS pressure, a drop in internal pressure can be detected, indicating that the wheels are about to rotate, thus allowing for a more accurate determination of whether the vehicle is slipping.

[0047] Step S22: Determine if the EBS pressure has decreased; If yes, proceed to step S23; otherwise, proceed to step S24.

[0048] Step S23: Determine that the vehicle has a tendency to roll away; Step S24: Determine that the vehicle does not have a tendency to roll away.

[0049] In this embodiment, the automatic parking system analyzes the acquired EBS pressure data, assesses its trend over time, and compares the current EBS pressure value with the previous pressure value. If the current pressure value is lower than the previous pressure value, it indicates that the EBS pressure is decreasing, and there is a possibility of vehicle rollover. By monitoring the decreasing trend of EBS pressure, potential rollover risks can be identified in advance, and pressure compensation can be performed in a timely manner to avoid loss of vehicle control.

[0050] In some embodiments, the automatic parking system can be set to periodically check EBS pressure data. Within each time interval, the automatic parking system compares the current EBS pressure value with previously recorded pressure values. If the current EBS pressure value is lower than the previously recorded value, and the decrease exceeds a preset threshold, the system considers the EBS pressure to be decreasing. At this point, the automatic parking system determines that the vehicle is showing signs of rolling and takes appropriate pressure compensation measures.

[0051] Step S04: Generate a pressure compensation command and send the pressure compensation command to the EBS system so that the EBS system can compensate the first braking pressure based on the pressure compensation command.

[0052] In this embodiment, when a tendency for the vehicle to roll backward is detected, the automatic parking system generates a pressure compensation command. This command contains numerical information to adjust the braking pressure of the EBS system. The generation of the pressure compensation command is a crucial step in the entire automatic parking system's process of correcting the rolling tendency. It aims to restore the EBS system from a slipping wheel state to a braking state, directly impacting the braking force adjustment and vehicle stability.

[0053] When a vehicle's wheels slip due to road conditions, incline, or other factors, the current braking pressure is insufficient to maintain vehicle stability. In this situation, it is necessary to adjust the pressure applied by the EBS system, increasing or decreasing the braking force, to restore the rotational friction of the wheels and prevent the vehicle from rolling backward or skidding.

[0054] In some embodiments, to enable the EBS system to continuously adjust braking pressure and effectively respond to dynamic changes that may occur during vehicle parking, a second braking command can be generated and sent in real time in response to sensor data updates. This improves the parking stability and safety of the vehicle under uncertain road conditions, such as slight inclines or load changes, allowing for timely correction of braking pressure to prevent unnecessary vehicle movement. That is, after executing step S04, the following steps can also be performed: Step S31: In response to the update of sensor data, a second braking command is generated based on the updated sensor data.

[0055] In this embodiment, during the execution of the first braking command, the automatic parking system continuously monitors changes in sensor data. Once the sensor data changes, the automatic parking system immediately recalculates the second braking pressure and generates a new command, namely the second braking command. The second braking command is similar to the first braking command, but its value is calculated based on the updated sensor data. This responsive command generation mechanism ensures that the automatic parking system can dynamically adjust the braking pressure according to changes in the vehicle's environment and state, thereby achieving more precise and stable parking control.

[0056] Step S32: Send the second braking command to the EBS system so that the EBS system can establish a second braking pressure based on the second braking command.

[0057] In this embodiment, the automatic parking system transmits a second braking command to the EBS system via the vehicle's CAN bus. Upon receiving the command, the EBS system controls the pressure regulation unit to adjust the pressure within the brake chamber to match the pressure value indicated by the second braking command. The second braking pressure is the actual braking force applied by the EBS system, which directly affects the vehicle's parking state and is the result of adjustments made in response to changes in sensor data.

[0058] Based on the above technical solution, the automatic parking method provided in this embodiment of the invention generates a first braking command based on vehicle sensor data and sends it to the EBS system, enabling the EBS system to establish a first braking pressure based on the first braking command. When the vehicle shows a tendency to roll backward, a pressure compensation command is sent to the EBS system, enabling the EBS system to compensate for the first braking pressure based on the pressure compensation command. This invention can generate and send a first braking command to the EBS system through sensor data, thereby quickly establishing the first braking pressure. Compared with traditional single-hardware parking methods, this is faster and more accurate, and does not require additional hardware investment. Simultaneously, this invention continuously monitors whether the vehicle shows a tendency to roll backward. If so, it immediately generates a pressure compensation command and sends it to the EBS system again. By compensating for the first braking pressure in real time, the vehicle can be corrected in the early stages of rolling backward, reducing the risk of the vehicle rolling backward due to pressure drop.

[0059] In some embodiments, sensor data may include longitudinal acceleration data, CAN data, and vehicle speed data.

[0060] Based on this, please refer to Figure 2 ,for Figure 1 A flowchart illustrating one practical implementation of step S01 in a provided automatic parking method. Step S01, which involves generating a first braking command based on vehicle sensor data, specifically includes the following steps: Step S41: Determine the slope of the vehicle's location when it comes to a complete stop based on longitudinal acceleration data, CAN data, and vehicle speed data.

[0061] In this embodiment, the tilt of the ground after the vehicle completes the parking operation is calculated using the vehicle's longitudinal acceleration data, CAN data, and vehicle speed data. The slope reflects the ratio of the vertical change in the vehicle's position to its horizontal distance, directly affecting the vehicle's stability when parked. Accurately determining the slope is crucial for the automatic parking system, as it helps the system consider the influence of terrain factors during subsequent braking pressure adjustments, thereby preventing the vehicle from rolling away on slopes.

[0062] When parking on a slope, gravity acts on the vehicle along the incline. If the braking pressure is insufficient, the vehicle may roll backward; if the braking pressure is excessive, the wheels may lock up. Accurate slope information helps the automatic parking system calculate the appropriate braking pressure to counteract the gravitational force, thus preventing the vehicle from rolling backward.

[0063] In some embodiments, the step S41, which involves determining the slope at the vehicle's location when it comes to a complete stop based on longitudinal acceleration data, CAN data, and vehicle speed data, can specifically be as follows: The automatic parking system uses longitudinal acceleration signals collected by IMU sensors, combined with CAN data (such as engine or drive motor output torque information), and vehicle speed data, to perform slope estimation in a short time using the recursive least squares method.

[0064] For example, the longitudinal static force of a vehicle can be determined according to formula (1): (1) in, For the net longitudinal force of the vehicle, For the vehicle's unloaded weight, This is longitudinal acceleration data.

[0065] Then, by performing a force analysis on the longitudinal static force of the vehicle, we can obtain formula (2): (2) in, For braking friction, For slope, g It is the acceleration due to gravity. For rolling resistance, This refers to air resistance.

[0066] Among them, the rolling resistance satisfies formula (3): (3) in, The rolling resistance coefficient, For vehicle speed, The sign for the direction of velocity. For the vehicle's unloaded weight, g This is the acceleration due to gravity.

[0067] Wherein, air resistance satisfies formula (4): (4) in, This is the drag coefficient. For windward area, This refers to air density.

[0068] By transforming formula (2), we can obtain formula (5) to calculate the slope: (5) Step S42: Determine the vehicle dynamic quality based on CAN data and vehicle speed data.

[0069] In this embodiment, the vehicle's dynamic mass at a specific time and location is calculated using the vehicle's CAN data and speed data. This dynamic mass considers the influence of factors such as cargo and passengers, reflecting the vehicle's inertia under stress. The dynamic mass directly affects the vehicle's deceleration and stopping distance during braking and needs to be updated in real time to adapt to changes in vehicle load and ensure the accuracy of the automatic parking system.

[0070] In some embodiments, the vehicle dynamic mass can be determined according to formula (6): (6) in, For vehicle dynamic quality, It is the driving force for vehicles.

[0071] The vehicle driving force is calculated based on the engine / drive motor output torque in the CAN signal, and it satisfies formula (7): (7) in, T To output torque to the vehicle, i The transmission ratio is... i 0 is the main reducer ratio. η For mechanical efficiency, r The radius is the wheel radius.

[0072] Step S43: Calculate the first braking pressure based on the slope and the vehicle's dynamic mass, and generate a first braking command based on the first braking pressure.

[0073] In this embodiment, after determining the slope and dynamic mass of the vehicle, the automatic parking system uses this data to calculate the first braking pressure required by the vehicle under the current operating conditions and converts the calculation result into a first braking command. Combining the slope and dynamic mass of the vehicle in the calculation allows for a more accurate assessment of the braking force required by the vehicle, counteracting the component of gravity and taking into account the vehicle's inertia, thereby ensuring that the vehicle can stop precisely under various operating conditions and avoiding the risk of rollover.

[0074] In some embodiments, the first braking pressure can be calculated using formula (8): (8) in, The first braking pressure, For safety factors (usually taken as 1.2-1.5), This is a safety margin to accommodate minor road surface vibrations or load changes.

[0075] Based on the above technical solution, this embodiment integrates longitudinal acceleration data, CAN data, and vehicle speed data to accurately determine the slope at the vehicle's location when it comes to a complete stop, as well as to accurately assess the vehicle's dynamic quality. This comprehensive data analysis reduces the errors that may arise from traditional methods that calculate braking pressure based on only a single parameter, thus improving the parking accuracy and adaptability of the automatic parking system.

[0076] Please refer to Figure 3 The flowchart below shows another automatic parking method provided by an embodiment of the present invention, which includes the following steps: Step S51: Obtain vehicle status information.

[0077] In this embodiment, the automatic parking system reads data on the vehicle's current operating status from various sensors. Vehicle status information may include, but is not limited to: brake pedal displacement, wheel speed, automatic parking function switch status, fault information, etc. Vehicle status information is the key basis for determining whether to activate the automatic parking function, reflecting whether the vehicle is currently under conditions suitable for performing automatic parking operations.

[0078] The reason for obtaining vehicle status information is that the automatic parking function is not applicable in all situations. For example, activating the automatic parking function when the brake pedal is not depressed or the vehicle is in motion may lead to an accident. To ensure the safe and reliable execution of the automatic parking function, it is necessary to first determine whether the vehicle's current state meets the activation conditions.

[0079] Step S52: Determine whether the vehicle status information meets the activation conditions of the automatic parking function.

[0080] If not, return to step S51. If yes, proceed to step S53.

[0081] In this embodiment, the automatic parking system performs logical judgments on the acquired vehicle status information to assess whether the current vehicle status meets the activation conditions for the automatic parking function. Only when all activation conditions are met will the automatic parking process begin.

[0082] In some embodiments, the activation conditions for the automatic parking function may include: ① The vehicle is stationary (the speed of all four wheels is zero); ②The brake pedal has been depressed and the displacement exceeds the third threshold, then the brake pedal is released; ③ The AVH function switch is in the ON position; ④ The system is fault-free.

[0083] The automatic parking system compares the acquired vehicle status information with the activation conditions. If all activation conditions are met, it executes step S53 and subsequent steps to activate the automatic parking function. Conversely, if any rule is not met, the automatic parking system returns to step S51 and waits for a change in the vehicle status.

[0084] Step S53: Activate the automatic parking function.

[0085] In some embodiments, to avoid the automatic parking function being mistakenly triggered in frequent stop-and-start scenarios, a congestion scenario judgment can be introduced to implement a delayed activation mechanism in specific situations. Specifically, as mentioned in step S53, activating the automatic parking function may include the following steps: Step S61: Obtain vehicle speed data.

[0086] Step S62: Determine whether the vehicle is in a congested scene based on the vehicle speed data.

[0087] If so, proceed to step S63.

[0088] Step S63: Activate the automatic parking function after the activation condition is met for a period of time exceeding the second threshold.

[0089] In this embodiment, the automatic parking system reads vehicle speed data from the vehicle's speed sensor to determine whether the vehicle is in a congested traffic situation. In congested traffic, drivers frequently perform stop-and-go maneuvers. Directly activating the automatic parking function could cause the system to frequently turn on and off, inconveniencing the driver and reducing its usability. By determining whether the vehicle is in a congested traffic situation, a delayed activation mechanism can be implemented to avoid frequent triggering and improve the user experience.

[0090] In some embodiments, the automatic parking system continuously monitors vehicle speed data and defines a set of rules for determining congestion scenarios. For example, a condition can be set whereby if the vehicle's average speed is below a certain threshold (e.g., 10 km / h) within a certain time period and there are more than a certain number of stop-and-go operations, then it is determined to be in a congestion scenario. Based on the congestion scenario determination, the automatic parking system adjusts the activation time of the automatic parking function. If the vehicle is in a congestion scenario, the automatic parking function will only be activated after the activation condition has been met for more than a second threshold period.

[0091] Step S54: Generate a first braking command based on the vehicle's sensor data.

[0092] Step S55: Send the first braking command to the EBS system so that the EBS system can establish the first braking pressure based on the first braking command.

[0093] Step S56: Detect whether the vehicle has a tendency to roll away.

[0094] If so, proceed to step S57.

[0095] Step S57: Generate a pressure compensation command and send the pressure compensation command to the EBS system so that the EBS system can compensate the first braking pressure based on the pressure compensation command.

[0096] The specific implementation process of steps S54 to S57 is the same as that of steps S01 to S04, and will not be repeated here.

[0097] Step S58: Update the vehicle status information and determine whether the vehicle status information meets the exit conditions of the automatic parking function.

[0098] If so, proceed to step S59.

[0099] In this embodiment, the automatic parking system performs logical judgments on vehicle status information to assess whether it is necessary to terminate the automatic parking function and release brake pressure. The purpose of this judgment process is to ensure that the automatic parking function can safely disengage when it is no longer needed, avoiding unnecessary continuous braking.

[0100] Determining whether the vehicle status information meets the exit conditions ensures that the automatic parking function can release brake pressure in a timely manner when it is no longer needed, avoiding the inconvenience and potential risks of maintaining a continuously applied brake. For example, if the driver presses the accelerator pedal, it means he / she is preparing to start moving, and at this time, brake pressure needs to be released for the vehicle to move smoothly. If the automatic parking function remains in place, it may hinder the normal operation of the vehicle. By determining the exit conditions, the automatic parking function can be ensured to automatically disengage at the appropriate time, providing the driver with a more flexible and convenient driving experience.

[0101] In some embodiments, if the vehicle status information does not meet the exit conditions of the automatic parking function, no action may be taken, and the EBS system will maintain the current braking pressure.

[0102] In some embodiments, the conditions for disengaging the automatic parking function may include the following: ① The driver pressed the accelerator pedal (exceeding the threshold); ② The driver manually turns off the automatic parking function; ③ Electronic parking brake takeover.

[0103] Step S59: Send a pressure release command to the EBS system so that the EBS system releases the braking pressure based on the pressure release command.

[0104] In this embodiment, the automatic parking system continuously monitors vehicle status information. When preset exit conditions are met, the automatic parking system generates a pressure release command. The pressure release command includes the specific value of the released brake pressure and the control mode, and is sent to the EBS system via the CAN bus. After receiving the command, the EBS system controls the opening and closing of the solenoid valve to adjust the brake chamber pressure to release the brake pressure, thereby restoring the vehicle to normal driving status.

[0105] In some embodiments, to optimize the performance of the automatic parking system, better adapt it to the habits and preferences of different drivers, and improve user satisfaction and the vehicle's intelligence level, the following steps may also be performed: Step S71: Determine the driver's driving habits based on vehicle status information. Driving habits include primary driving habits and secondary driving habits.

[0106] In this embodiment, the automatic parking system analyzes the driver's driving style based on vehicle status information. Driving habits are not a single indicator, but rather determined by a combination of multiple parameters, such as the rate of change in accelerator pedal opening and the rate of change in braking deceleration. These parameters reflect the driver's acceleration and deceleration behavior and can be used to distinguish whether the driver has an aggressive, moderate, or other driving style. Determining driving habits is a key prerequisite for personalized automatic parking functionality.

[0107] Drivers with different driving habits have different requirements for vehicle response speed and control methods. For example, aggressive drivers may prefer quick starts and hard braking, while moderate drivers focus more on a smooth driving experience. Automatically adjusting the brake pressure release rate or activation conditions to suit different driving habits can better meet their individual needs, reduce misoperations, and improve driving comfort.

[0108] In some embodiments, the driver's acceleration style can be determined by calculating the average and standard deviation of the rate of change of accelerator pedal opening over a period of time. If the rate of change of accelerator pedal opening is large and fluctuates frequently, it indicates that the driver has an aggressive driving style. Conversely, it indicates that the driver has a moderate driving style. The automatic parking system will accumulate this data over a long period of time and classify the driver into a primary driving habit or a secondary driving habit according to a preset algorithm.

[0109] Step S72: If the driving habit is the first driving habit, then send an adjustment command to the EBS system so that the EBS system can increase the release rate of the braking pressure based on the adjustment command.

[0110] In this embodiment, when the automatic parking system determines that the driver has a primary driving habit (i.e., an aggressive driving style), it sends a specific instruction to the EBS system, instructing it to accelerate the release of brake chamber pressure. The instruction does not directly control the pressure value, but rather adjusts the control strategy of the EBS system's pressure regulation unit, causing it to release brake pressure at a faster rate.

[0111] For drivers with an aggressive driving style, increasing the brake pressure release rate is designed to meet their need for rapid acceleration. These drivers typically tend to accelerate quickly, so they need to release the brake pressure quickly after the automatic parking brake ends so that the vehicle can respond swiftly to the driver's acceleration intentions. If the brake pressure release is too slow, it may cause discomfort to the driver and even affect driving safety.

[0112] Step S73: If the driving habit is the second driving habit, adjust the activation conditions of the automatic parking function.

[0113] In this embodiment, when the automatic parking system determines that the driver has a second driving habit (i.e., a smooth driving style), it will adjust the conditions required for the automatic parking function to start, so as to avoid the phenomenon that the automatic parking function cannot be activated after the user comes to a smooth stop, thereby improving the driving experience.

[0114] In some embodiments, adjusting the activation conditions of the automatic parking function may include, but is not limited to, lowering the third threshold (for the activation condition that the brake pedal has been pressed and the displacement exceeds the third threshold), lowering the requirement for vehicle stationary time, or increasing the sensitivity of the automatic parking function switch, so as to make it more in line with the driving habits of a smooth-driving driver.

[0115] Based on the above technical solution, this embodiment clarifies the activation condition judgment process of the automatic parking function. By obtaining vehicle status information, it ensures that the automatic parking function is only activated when specific conditions are met, thereby avoiding unnecessary resource consumption and potential safety risks.

[0116] Based on the above embodiments, in some embodiments, the anti-lock braking system (ABS) can be used to detect whether the vehicle has a tendency to roll away.

[0117] Please refer to Figure 4 and Figure 5 , Figure 4 This is a schematic diagram of a control architecture for ABS and EBS collaboration provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of a control flow diagram for the coordinated operation of ABS and EBS provided in an embodiment of the present invention.

[0118] This embodiment utilizes a hierarchical, bidirectional, and collaborative control architecture to integrate ABS and EBS, which were originally relatively independent systems, into a unified whole that intelligently serves the automatic parking function. Figure 4 As shown: During the signal acquisition phase, wheel speed data is acquired through wheel speed sensors, longitudinal acceleration data is acquired through IMU sensors, brake pedal displacement signals are acquired through pedal displacement sensors, and vehicle network signals are acquired through the CAN network.

[0119] The automatic parking system calculates the first or second braking pressure based on sensor data and generates a corresponding braking command to send to the EBS system. The automatic parking system receives wheel speed pulses from the ABS. When it is determined that the vehicle has a tendency to roll away based on the wheel speed pulses, it calculates the fine-tuning pressure and generates a pressure compensation command to send to the EBS system.

[0120] The EBS system executes braking commands to establish and maintain the corresponding braking pressure. Upon receiving a pressure compensation command, it compensates for the initial braking pressure.

[0121] like Figure 5 As shown, when the activation conditions are met, the automatic parking system sends a first braking command to the EBS system to enable the EBS system to establish a first braking pressure. At this time, the vehicle is in automatic parking mode and enters pressure maintenance and circulation. The automatic parking system continuously receives the actual pressure / wheel speed of the vehicle to maintain the automatic parking state.

[0122] When the ABS detects a tendency for the vehicle to roll away, it sends a pressure compensation request to the automatic parking system. The automatic parking system then sends a pressure compensation command to the EBS system, which performs the pressure compensation to prevent the vehicle from rolling away.

[0123] When the slope of the vehicle's location or the vehicle's load changes, the automatic parking system sends a second braking command to enable the EBS system to establish a second braking pressure.

[0124] When the automatic parking system meets the exit conditions, it sends a pressure release command to cause the EBS system to release the braking pressure.

[0125] Please refer to Figure 6 This is a schematic diagram of an automatic parking system provided in an embodiment of the present invention. Figure 6 As shown, the automatic parking system may include: The first instruction module 100 is used to generate a first braking command based on the vehicle's sensor data; The sending module 200 is used to send a first braking command to the EBS system so that the EBS system can establish a first braking pressure based on the first braking command. Detection module 300 is used to detect whether the vehicle has a tendency to roll away. The second instruction module 400 is used to generate a pressure compensation instruction when the vehicle has a tendency to roll away, and send the pressure compensation instruction to the EBS system so that the EBS system can compensate the first braking pressure based on the pressure compensation instruction.

[0126] Based on the above embodiments, in some embodiments, the sensor data includes longitudinal acceleration data, CAN data, and vehicle speed data; The first instruction module 100 can be specifically used for: The slope at the vehicle's location when it comes to a complete stop is determined based on longitudinal acceleration data, CAN data, and vehicle speed data. Determine vehicle dynamic quality based on CAN data and vehicle speed data; The first braking pressure is calculated based on the slope and the vehicle's dynamic mass, and a first braking command is generated based on the first braking pressure.

[0127] Based on the above embodiments, in some embodiments, the first instruction module 100 can also be used for: In response to an update in the sensor data, a second braking command is generated based on the updated sensor data; The second braking command is sent to the EBS system so that the EBS system can establish a second braking pressure based on the second braking command.

[0128] Based on the above embodiments, in some embodiments, the detection module 300 may specifically be used for: Wheel speed pulses are detected by a wheel speed sensor; Determine whether the fluctuation of the wheel speed pulse exceeds the first threshold; If so, then it is determined that the vehicle is showing signs of rolling away; If not, then it is determined that the vehicle does not have a tendency to roll away.

[0129] Based on the above embodiments, in some embodiments, the detection module 300 may specifically be used for: Obtain the EBS pressure fed back by the EBS system; the EBS pressure is the pressure detected by the pressure sensor inside the EBS system. Determine if the EBS pressure has decreased; If so, then it is determined that the vehicle is showing signs of rolling away; If not, then it is determined that the vehicle does not have a tendency to roll away.

[0130] Based on the above embodiments, in some embodiments, the first instruction module 100 can also be used for: Obtain vehicle status information; Determine whether the vehicle status information meets the activation conditions for the automatic parking function; If so, the automatic parking function is activated, and the step of generating a first braking command based on the vehicle's sensor data is executed; If not, return to the step of obtaining vehicle status information.

[0131] Based on the above embodiments, in some embodiments, the first instruction module 100 may specifically be used for: Obtain vehicle speed data; Determine whether a vehicle is in a congested environment based on vehicle speed data; If so, the automatic parking function will be activated after the activation condition is met for a period of time exceeding the second threshold.

[0132] Based on the above embodiments, in some embodiments, the first instruction module 100 can also be used for: Update vehicle status information and determine whether the vehicle status information meets the exit conditions of the automatic parking function; If so, a pressure release command is sent to the EBS system so that the EBS system releases the braking pressure based on the pressure release command.

[0133] Based on the above embodiments, in some embodiments, the first instruction module 100 can also be used for: The driver's driving habits are determined based on vehicle status information; driving habits include primary driving habits and secondary driving habits. If the driving habit is the primary driving habit, an adjustment command is sent to the EBS system so that the EBS system can increase the release rate of the braking pressure based on the adjustment command; If the driving habit is the second driving habit, adjust the activation conditions of the automatic parking function.

[0134] It should be noted that although the steps are described in a specific order above, it does not mean that the steps must be executed in the above specific order. In fact, some of these steps can be executed concurrently, or even in a different order, as long as the required function can be achieved.

[0135] This is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for automatic parking, characterized in that, include: The first braking command is generated based on the vehicle's sensor data; The first braking command is sent to the EBS system so that the EBS system establishes a first braking pressure based on the first braking command. Detect whether the vehicle is showing signs of rolling away; If so, a pressure compensation command is generated and sent to the EBS system so that the EBS system compensates for the first braking pressure based on the pressure compensation command.

2. The method according to claim 1, characterized in that, The sensor data includes longitudinal acceleration data, CAN data, and vehicle speed data; The generation of the first braking command based on vehicle sensor data includes: The slope at the location where the vehicle comes to a complete stop is determined based on the longitudinal acceleration data, the CAN data, and the vehicle speed data. The vehicle's dynamic mass is determined based on the CAN data and the vehicle speed data. The first braking pressure is calculated based on the slope and the vehicle's dynamic mass, and the first braking command is generated based on the first braking pressure.

3. The method according to claim 1, characterized in that, The method further includes: In response to the update of the sensor data, a second braking command is generated based on the updated sensor data; The second braking command is sent to the EBS system so that the EBS system can establish a second braking pressure based on the second braking command.

4. The method according to claim 1, characterized in that, The detection of whether a vehicle is prone to rolling includes: Wheel speed pulses are detected by a wheel speed sensor; Determine whether the fluctuation of the wheel speed pulse exceeds a first threshold; If so, then it is determined that the vehicle is showing signs of rolling away; If not, then it is determined that the vehicle does not have a tendency to roll away.

5. The method according to claim 1, characterized in that, The detection of whether a vehicle is prone to rolling includes: Obtain the EBS pressure fed back by the EBS system; the EBS pressure is the pressure detected by the pressure sensor inside the EBS system. Determine whether the EBS pressure has decreased; If so, then it is determined that the vehicle is showing signs of rolling away; If not, then it is determined that the vehicle does not have a tendency to roll away.

6. The method according to claim 1, characterized in that, Before generating the first braking command based on the vehicle's perception data, the method further includes: Obtain vehicle status information; Determine whether the vehicle status information meets the activation conditions of the automatic parking function; If so, the automatic parking function is activated, and the step of generating the first braking command based on the vehicle's sensor data is executed; If not, return to the step of obtaining vehicle status information.

7. The method according to claim 6, characterized in that, Activating the automatic parking function includes: Obtain vehicle speed data; Based on the vehicle speed data, determine whether the vehicle is in a congested scene; If so, the automatic parking function will be activated after the activation condition is met for a period of time exceeding the second threshold.

8. The method according to claim 6, characterized in that, The method further includes: Update the vehicle status information and determine whether the vehicle status information meets the exit conditions of the automatic parking function; If so, a pressure release command is sent to the EBS system so that the EBS system releases the braking pressure based on the pressure release command.

9. The method according to claim 8, characterized in that, The method further includes: The driver's driving habits are determined based on the vehicle status information; the driving habits include a first driving habit and a second driving habit. If the driving habit is the first driving habit, then an adjustment command is sent to the EBS system so that the EBS system increases the release rate of the braking pressure based on the adjustment command; If the driving habit described is the second driving habit, then adjust the activation conditions of the automatic parking function.

10. An automatic parking system, characterized in that, include: The first instruction module is used to generate a first braking command based on the vehicle's sensor data; The sending module is used to send the first braking command to the EBS system so that the EBS system can establish a first braking pressure based on the first braking command; The detection module is used to detect whether the vehicle has a tendency to roll away. The second instruction module is used to generate a pressure compensation instruction when the vehicle has a tendency to roll backward, and send the pressure compensation instruction to the EBS system so that the EBS system can compensate the first braking pressure based on the pressure compensation instruction.

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