An automatic parking control method and a control system thereof

Abstract

This invention relates to an automatic parking control method and its control system. The method controls a first parking movement in direction A and a second parking movement in direction B, wherein direction B is longitudinally opposite to direction A. The method includes: controlling the powertrain force to transition the vehicle from the first parking movement in direction A to the second parking movement in direction B; and appropriately controlling the powertrain force to prevent the vehicle from remaining stationary between the first and second parking movements. According to the invention, the time between the two movements in automatic parking can be shortened, and the automatic parking process can be made smoother.

Description

Automatic parking control method and control system

[0001] This application claims priority to Chinese patent application 202311596491.6, filed on November 27, 2023, and entitled “An automatic parking control method and its control system”. The entire disclosure of this Chinese patent application is incorporated herein by reference. Technical Field

[0002] The present application relates to autonomous driving technology, and in particular to an automatic parking control method and a control system thereof. Background Art

[0003] Conventional automatic parking motion control logic strictly requires the vehicle to be completely stationary, which makes the whole process clumsy due to the long waiting time between the two parking moves, and a skilled driver may even perform better than such an automatic parking system.

[0004] Therefore, it is desired to propose a more agile automatic parking control method that can shorten the waiting time between two parking movements in automatic parking. Summary of the Invention

[0005] Based on the above problems in the prior art, the present invention aims to provide an automatic parking control method and an automatic parking control system capable of shortening the waiting time between two parking movements in automatic parking.

[0006] An automatic parking control method according to one aspect of the present application is used to control a first parking movement in direction A and a second parking movement in direction B, wherein the direction B is longitudinally opposite to the direction A. The method includes: controlling the powertrain force to enable the vehicle to transition from the first parking movement in direction A to the second parking movement in direction B, and appropriately controlling the powertrain force so that the vehicle does not become stationary between the first parking movement and the second parking movement.

[0007] An automatic parking control module according to one aspect of the present invention is configured to control a first parking movement in direction A and a second parking movement in direction B. The automatic parking control module includes:

[0008] a gear switching unit, configured to control the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking movement; and

[0009] The control unit is used for controlling to increase the powertrain force and correspondingly reducing the friction braking force after the vehicle performs the gear shift.

[0010] An automatic parking control system according to one aspect of the present invention is used to control driving movement and parking movement after the driving movement. The automatic parking control system includes: a driving control module and an automatic parking module.

[0011] Wherein, the driving control module includes:

[0012] a gear shifting unit, configured to control the vehicle to shift gears before the vehicle speed drops to 0 km / h during the driving process; and

[0013] a control unit, configured to control the vehicle to increase the powertrain force after the vehicle performs the gear shift,

[0014] The automatic parking module is configured to control the vehicle to increase powertrain force after the gear switching unit controls the vehicle to switch gears.

[0015] An automatic parking control method according to one aspect of the present invention is used to control a first parking movement and a second parking movement, the method comprising:

[0016] Controlling the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking movement; and

[0017] After the vehicle performs the gear shift, control is performed so that the torque is increased and the hydraulic brake is correspondingly reduced.

[0018] Optionally, further comprising:

[0019] Generate a vehicle stationary signal when the vehicle speed drops to 0 km / h; and

[0020] Controlling the vehicle to start the second parking movement according to the vehicle stationary signal

[0021] Optionally, the first parking movement and the second parking movement are level ground movements,

[0022] The controlling the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking movement includes:

[0023] When it is determined that the vehicle speed decreases and reaches a preset vehicle speed threshold during the first parking movement, the vehicle is controlled to switch gears, wherein the preset threshold is greater than 0 km / h.

[0024] Optionally, the first parking movement and the second parking movement are level ground movements,

[0025] Controlling the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking maneuver includes:

[0026] When the remaining parking distance of the first parking movement is less than a preset distance threshold, the vehicle is controlled to switch gears.

[0027] Optionally, the gear switching refers to front and rear gear switching.

[0028] Optionally, a parking distance signal indicating a distance required for the second parking movement is received within a certain time after the vehicle stationary signal is generated.

[0029] Optionally, the first parking movement is a downhill movement, and the second parking movement is an uphill movement.

[0030] The controlling the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking movement includes:

[0031] When it is determined that the vehicle speed decreases and reaches a preset vehicle speed threshold during the first parking movement, the vehicle is controlled to switch gears, wherein the preset threshold is greater than 0 km / h.

[0032] Optionally, the first parking movement is a driving movement, and the second parking movement is a parking movement.

[0033] The step of controlling the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first driving movement includes:

[0034] When it is determined that the vehicle speed decreases and reaches a preset vehicle speed threshold during the first parking movement, the vehicle is controlled to switch gears, wherein the preset threshold is greater than 0 km / h.

[0035] An automatic parking control method according to one aspect of the present invention is used to control a first parking movement and a second parking movement, wherein the first parking movement is an uphill movement and the second parking movement is a downhill movement. The method includes:

[0036] performing control so that gear shifting is not performed during the first parking movement; and

[0037] In the second parking movement, when the vehicle speed is greater than a preset gear-shifting speed, control is performed to achieve gear shifting.

[0038] An automatic parking control module according to one aspect of the present invention is configured to control a first parking movement and a second parking movement, and includes:

[0039] a gear shifting unit, configured to control the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking movement; and

[0040] The control unit is configured to control the vehicle to increase the torque and correspondingly reduce the hydraulic brake after the vehicle performs the gear shift.

[0041] An automatic parking control system according to one aspect of the present invention is used to control a first driving movement and a second parking movement. The automatic parking control system includes: a driving control module and an automatic parking module.

[0042] Wherein, the driving control module includes:

[0043] a gear switching unit, configured to control the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first driving movement; and

[0044] A driving control unit, configured to control the vehicle to reduce hydraulic braking after the gear shift is performed.

[0045] The parking control module is configured to control the vehicle to increase torque after the gear shift is performed.

[0046] In one aspect of the present application, a computer-readable medium stores a computer program, which implements the automatic parking control method when executed by a processor.

[0047] A computer device according to one aspect of the present application includes a storage module, a processor, and a computer program stored in the storage module and executable on the processor. When the processor executes the computer program, the automatic parking control method is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The above and other objects and advantages of the present application will become more fully apparent from the following detailed description taken in conjunction with the accompanying drawings, in which the same or similar elements are denoted by the same reference numerals.

[0049] FIG. 1 is a timing diagram of an automatic parking control method in the prior art and an automatic parking control method according to a first embodiment of the present invention.

[0050] FIG2 is a diagram comparing the effects of the automatic parking control method of the prior art and the automatic parking control method of the first embodiment of the present invention.

[0051] FIG3 is a structural block diagram of an automatic parking control module according to a second embodiment of the present invention.

[0052] FIG. 4 is a schematic diagram illustrating an automatic parking control method according to a third embodiment of the present invention.

[0053] FIG. 5 is a schematic diagram illustrating an automatic parking control method according to a fourth embodiment of the present invention.

[0054] FIG6 is a diagram showing the effects of the automatic parking control method according to the third and fourth embodiments.

[0055] FIG. 7 is a schematic diagram illustrating an automatic parking control method according to a fifth embodiment.

[0056] FIG8 is a block diagram showing the configuration of an automatic parking control system according to a fifth embodiment. DETAILED DESCRIPTION

[0057] The following describes some of the various embodiments of the present invention, which are intended to provide a basic understanding of the present invention, but are not intended to identify the key or decisive elements of the present invention or to limit the scope of protection.

[0058] The technical concept of the automatic parking control method of the present application is to shorten the waiting time between two parking movements so that the vehicle is not in a stationary state during the parking movement but can move continuously.

[0059] Based on the above technical concept, the automatic parking control method of the present application realizes the seamless transition of the vehicle between two parking movements by optimizing the control strategy, that is, the vehicle can smoothly transition from one direction to another without completely stopping, thereby significantly shortening the time of the entire parking process and improving parking efficiency and safety.

[0060] Based on the above technical concept, the present application proposes an automatic parking control method, which is used to control a first parking movement in direction A and a second parking movement in direction B, wherein the direction B is longitudinally opposite to the direction A. The method includes: controlling the powertrain force to achieve the vehicle's transition from the first parking movement in direction A to the second parking movement in direction B, wherein the powertrain force is appropriately controlled so that the vehicle does not enter a stationary state between the first parking movement and the second parking movement.

[0061] Furthermore, the present application also proposes an automatic parking control method, which achieves continuous movement of the vehicle during the parking process by collaboratively controlling powertrain forces (i.e., the sum of the forces that drive the vehicle, such as the propulsion force provided by the engine or electric motor) and friction braking force (i.e., the force that prevents the vehicle from moving, such as the braking force provided by the braking system). That is, the static state is eliminated between the first parking movement in direction A and the second parking movement in direction B. By this collaborative control of the powertrain forces and the friction braking force, the parking movement direction can be smoothly changed without stopping the vehicle.

[0062] As an example, controlling the powertrain force so that the vehicle does not come to a stationary state between the first parking movement and the second parking movement includes:

[0063] The powertrain force in direction A is applied when the vehicle starts the first parking movement, and then the powertrain force in direction A is changed to the powertrain force in direction B during the first parking movement while the vehicle is still moving in direction A.

[0064] Optionally, the powertrain force in direction A is reduced before changing the powertrain force in direction A to the powertrain force in direction B. Optionally, reducing the powertrain force in direction A includes reducing the powertrain force in direction A to zero.

[0065] Optionally, after changing the powertrain force in direction A to the powertrain force in direction B, the method further includes:

[0066] During the first parking movement in which the vehicle is still moving in direction A, the powertrain force in direction B is increased to achieve a transition of the vehicle movement from the first parking movement in direction A to the second parking movement in direction B.

[0067] As an example of cooperatively controlling the powertrain force and the friction braking force, the friction braking force is reduced while increasing the powertrain force in direction B, wherein the absolute value of the increase in the powertrain force in direction B is equal to the absolute value of the decrease in the friction braking force.

[0068] As an example of parking on a slope (an example of first going uphill and then downhill), direction A is an uphill direction and direction B is a downhill direction. In this case, there is a downhill gravity of the vehicle in direction B. In this case, cooperatively controlling the powertrain force and the friction braking force to prevent the vehicle from coming to a standstill between the first parking movement and the second parking movement includes:

[0069] A powertrain force in direction A is applied when the vehicle starts the first parking movement, and during the first parking movement, a change in the vehicle's moving direction is initiated by reducing the powertrain force in direction A by a predefined value, wherein the resultant force of the remaining powertrain force after reducing the predefined value and the downhill gravity points in direction B.

[0070] Furthermore, after the vehicle is transformed from the first parking movement in direction A to the second parking movement in direction B, the method further includes:

[0071] The remaining powertrain force is further reduced by a first prescribed amount, and the friction braking force is increased by the first prescribed amount at the same time, wherein, as an example, the reduction by the first prescribed amount refers to the vehicle's driving torque being reduced from an uphill slope to a torque that allows the powertrain to reverse.

[0072] After the powertrain force in direction A is reduced to a specified threshold, the direction of the powertrain force is requested to be changed to direction B. The specified threshold refers to the torque value that allows the powertrain to reverse, which is generally 0 to 10 Nm at the wheel end.

[0073] As another example of parking on a slope (an example of first going downhill and then uphill), direction A is a downhill direction, direction B is an uphill direction, and there is a downhill gravity of the vehicle in direction A. Coordinated control of the powertrain force and the friction braking force to ensure that the vehicle does not come to a stationary state between the first parking movement and the second parking movement includes: reducing the friction braking force before the vehicle changes from the first parking movement in direction A to the second parking movement in direction B.

[0074] In which, when the vehicle begins the first parking movement, a powertrain force in direction A is applied. During the first parking movement, the powertrain force in direction A is changed to a powertrain force in direction B. Thereafter, the friction braking force is reduced by a second specified amount and the powertrain force in direction B is increased by the second specified amount to achieve the transition from the first parking movement to the second parking movement. In which, the second specified amount refers to the reduction value of the friction braking force and is also the increase value of the powertrain force. In the actual control process, this value is adjustable and depends on how much friction braking force can be reduced at the time.

[0075] In the following, “changing the direction of the powertrain force” is expressed as “gear switching” as an example, “increasing the powertrain force” is expressed as “increasing the torque” as an example, and “reducing the powertrain force” is expressed as “reducing the torque” as an example.

[0076] In addition, the "friction braking force" of the present invention includes but is not limited to the friction braking force generated by various braking methods such as hydraulic braking, electronic mechanical braking (EMB), negative torque reverse drag, and pneumatic braking. "Hydraulic braking" will be used as an example below.

[0077] The automatic parking control method of the present application can be applied to flat ground, slopes, and driving and parking combined conditions, and the specific implementation methods for each condition are described below.

[0078] First, a specific implementation of the automatic parking control method of the present application under flat ground conditions is described.

[0079] In the case of flat ground conditions, by switching gears in advance (for example, using the vehicle speed as the threshold or the remaining distance to parking movement as the threshold, that is, switching gears when the vehicle speed is less than a preset threshold and the remaining distance to parking movement is less than a certain value), and increasing torque after the gear switch, and using torque for braking, when the vehicle transitions from forward to reverse, or from reverse to forward, there will inevitably be a short stage where the speed is 0. At this time, the vehicle static signal is set and the remaining distance to the next parking movement will be issued during this stage. The torque during the braking process can be used to start the next movement, thereby achieving no pause between the two movement stages (that is, there is no static state).

[0080] FIG. 1 is a timing diagram of an automatic parking control method in the prior art and an automatic parking control method according to a first embodiment of the present invention.

[0081] The upper half of FIG. 1 shows a timing chart of an automatic parking control method in the prior art, and the lower half of FIG. 1 shows a timing chart of an automatic parking control method according to a first embodiment of the present invention.

[0082] In Figure 1, the horizontal axis represents time, +D represents forward gear, and +R represents reverse gear. The signal lines in Figure 1 represent the following:

[0083] The S (Speed) signal line indicates the speed;

[0084] The GR (Gear Request) signal line indicates the gear shift request, which is sent from the automatic parking system ECU to the chassis control ECU;

[0085] The TG (Target Gear) signal line indicates that gear shifting is possible. After the chassis control ECU receives the gear shift request (Gear Request), it will simultaneously send this signal to the ECU that controls the gear shift execution (such as the vehicle VCU);

[0086] The AG (Act Gear) signal line is set to indicate that the gear shift is successful;

[0087] SS (Stand Still) signal line indicates vehicle stationary signal;

[0088] The D (StopDistance) signal line indicates the remaining distance required for the current parking move;

[0089] BP (Brake Pressure) signal line indicates hydraulic braking;

[0090] The T (Torque) signal line indicates torque.

[0091] The inventors of this application have found through studying the automatic parking sequence of the prior art that: as shown in the upper half of FIG1 , the total time between two movements of the automatic parking is T sum It can be obtained by the following formula: sum =TStandstill-Target Gear+T Gearshift +T ActGear-StopDistance +T Driveoff .

[0092] Among them, TStandstill-Target Gear means: from the time when the vehicle is stationary to the time when the vehicle chassis control ECU issues a gear shift request;

[0093] T Gearshift Indicates: the actual time taken to switch gears;

[0094] T ActGear-StopDistance Indicates: the time from a successful gear shift to the time the automatic parking system ECU sends the StopDistance signal for the next move. StopDistance indicates the remaining distance to move for parking and is a signal sent by the automatic parking system ECU to the chassis control ECU.

[0095] T Driveoff Indicates: starting time.

[0096] As shown in the upper part of Figure 1, T sum As shown, there is a large time interval between the two movements of the automatic parking (hereinafter referred to as the first parking movement and the second parking movement), and the total time T sum There is a waiting time for the vehicle to come to a standstill between the two movements of the automatic parking, which results in a longer automatic parking process time.

[0097] Based on the above problems found by the inventors, a method is proposed to eliminate the "time sum T" between the two parking movements in the automatic parking process. sum "The technical concept of this invention is to make the "sum of time T sum =0" of the first embodiment of the present invention, the specific process of the automatic parking control method is shown in the lower half of FIG1:

[0098] During the first parking maneuver, it is determined that the vehicle speed decreases and reaches a predetermined threshold value V limit , that is, less than or equal to the threshold V limit In the case of (see the S signal line in the lower half of Figure 1), and when a gear switching possible signal indicating that the gear switching can be performed is received (see the GR signal line and the TG signal line in the lower half of Figure 1), when the gear switching request is received, the vehicle performs the gear switching (see the AG signal line in the lower half of Figure 1), wherein the threshold value V limitGreater than 0 km / h;

[0099] Generate a vehicle stationary signal when the vehicle speed is 0 km / h (see the SS signal line in the lower half of Figure 1); and

[0100] Control is performed based on the vehicle stationary signal so that the vehicle starts a second parking movement.

[0101] Among them, a vehicle stationary signal is generated when the vehicle speed is 0 km / h. At this moment, since the vehicle speed is 0 km / h and the torque and gear are ready, there is no need to release the hydraulic brake and the vehicle will start and drive away quickly. Therefore, in the present invention, the maintenance time of the vehicle stationary signal is set to be very short, for example, less than 1 second.

[0102] There is another situation where, if the vehicle is set to generate a vehicle stationary signal when the vehicle speed is 0 km / h, then in this case, it can be determined whether the vehicle stationary signal has been generated by determining whether the vehicle stationary signal is set.

[0103] After the vehicle shifts gears, control is performed to increase torque and correspondingly reduce hydraulic braking. Specifically, this is reflected in the torque increase, as indicated by signal line T, and the corresponding reduction, as indicated by signal line BP, after the AG signal line in the lower half of Figure 1 is set. This is because torque is used for braking: while the vehicle is still moving forward and the gear is reverse, the power unit outputs torque to decelerate the vehicle. Generally, a certain total braking force is calculated during the parking brake phase. In the present invention, this total braking force is divided into hydraulic braking and torque. After a successful gear shift, torque increases and hydraulic braking decreases, but the sum of the two, i.e., the total braking force, remains unchanged.

[0104] Optionally, the ECU of the automatic parking system should need to issue the "StopDistance" of the second parking movement (i.e., the remaining parking distance required for the second parking movement) within a certain time after the vehicle stationary signal is generated. Here, the "certain time" is defined as T delay As shown by the D signal line in the lower half of Figure 1, there is almost no T delay Instead, a parking distance signal indicating a remaining distance required for the second parking movement is received simultaneously with the generation of the vehicle stationary signal.

[0105] As an example, determining that the vehicle speed is decreasing during the first parking movement is achieved in the following manner: a set signal indicating that braking is in progress in the chassis ECU is activated.

[0106] In this embodiment, the gear switching refers to the front and rear gear switching.

[0107] As described above, according to the automatic parking control method of this embodiment, when the vehicle speed starts to decelerate and reaches the preset threshold value V limit In the case (wherein the preset threshold V limit Greater than 0 km / h, this preset threshold V limit is a variable calibration value, as an example, such as V limit The gear shift is performed in advance when the vehicle speed reaches 1 km / h (in the prior art, the gear shift is started after the vehicle speed reaches 0 km / h), and after the gear shift, the torque is increased and the hydraulic brake is reduced, thereby shortening the time between the two parking movements, that is, achieving T sum =0, the actual application shows that there is no "complete standstill" or "starting" process between the first parking movement and the second parking movement.

[0108] FIG2 is a diagram comparing the effects of the automatic parking control method of the prior art and the automatic parking control method of the present invention.

[0109] According to the automatic parking control method of the present invention, when there are multiple parking maneuvers, except for the first and last parking maneuvers, there are no longer any "completely stationary" or "starting" stages during the automatic parking process. Specifically, the left side of FIG2 shows the conventional automatic parking control method, which has four "completely stationary points." However, the automatic parking control method of the present invention, shown on the right side of FIG2 , eliminates two of these points, leaving only the first and last two complete stationary points (the starting point of the first parking maneuver and the stopping point of the last parking maneuver). This shows that the present invention can shorten the time interval between two parking maneuvers during automatic parking.

[0110] FIG3 is a structural block diagram of an automatic parking control module according to a second embodiment of the present invention.

[0111] As shown in FIG3 , the automatic parking control module 10 according to the second embodiment of the present invention includes:

[0112] a gear switching unit 11, configured to control the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking maneuver;

[0113] a stationary signal generating unit 12, configured to generate a vehicle stationary signal when the vehicle speed drops to 0 km / h; and

[0114] The control unit 13 is configured to control the vehicle to increase the powertrain force and correspondingly reduce the friction braking force after the vehicle performs the gear shift.

[0115] Among them, the gear switching unit 11 is used to control the vehicle to switch gears when receiving a gear switching request when determining that the vehicle speed has dropped and reached a preset threshold during the first parking movement and a gear switching possibility signal is received to indicate that the gear switching can be performed, wherein the preset threshold is greater than 0 km / h.

[0116] Next, the automatic parking control method of the present invention under a slope condition is described.

[0117] FIG. 4 is a schematic diagram illustrating an automatic parking control method according to a third embodiment of the present invention.

[0118] Figure 4 illustrates an embodiment of shifting from a downhill to an uphill drive. The double dashed line in Figure 4 indicates the shifting moment in this embodiment, and the single dashed line indicates the point at which the vehicle completes its downhill motion. Here, θ represents the downhill angle, mgsinθ represents the gravity component, Fprop represents the driving force (equivalent to the "powertrain force"), and Fbrake represents the hydraulic brake force (equivalent to the "friction braking force").

[0119] Referring to FIG. 4 , the automatic parking control method according to the third embodiment of the present invention implements a gear shift before the vehicle reaches the completion point of downhill movement (or, alternatively, before the vehicle speed reaches 0 km / h). Similar to the first embodiment, in the third embodiment, the total braking force is distributed between hydraulic braking and torque. After a successful gear shift, torque increases and hydraulic braking decreases, but the sum of the two, i.e., the total braking force, remains unchanged.

[0120] FIG. 5 is a schematic diagram illustrating an automatic parking control method according to a fourth embodiment of the present invention.

[0121] Figure 5 shows an implementation method for switching from uphill to downhill. When the vehicle switches from uphill to downhill, since uphill requires a large torque and it is impossible to switch gears in advance, a delayed shifting strategy is adopted in this implementation method.

[0122] As shown in Figure 5 , the double dashed line in Figure 5 represents the shifting moment of this embodiment, and the single dashed line represents the completion point of the vehicle's uphill movement. Here, θ represents the downhill angle, mg sin θ represents the gravity component, Fprop represents the driving force (equivalent to the "powertrain force"), and Fbrake represents the hydraulic brake (equivalent to the "friction braking force"). Referring to Figure 6 , the automatic parking control method of this fourth embodiment delays shifting after the vehicle reaches the completion point of its uphill movement. Specifically, during the uphill movement, the vehicle does not shift gears in advance, but instead reduces torque in advance, utilizing the gravity component on the slope to provide braking force. After the uphill movement is completed, the gravity component can provide downward driving force, allowing the vehicle to directly begin downhill movement. Once the vehicle begins downhill movement, the vehicle's inherent torque is low or non-existent, allowing shifting to be performed based on vehicle speed (e.g., shifting gears after the vehicle speed exceeds Vgearshift, where Vgearshift is the shift speed threshold).

[0123] FIG6 is a rendering of the automatic parking control method according to the third and fourth embodiments. As shown in FIG6 , the left side illustrates the prior art, where two vehicle-to-vehicle complete stop points (S1 and S2) occur during uphill and downhill parking maneuvers. The right side illustrates the present invention, where no stop points or pauses occur during uphill and downhill parking maneuvers. Two shift points, G1 and G2, are also marked on the right side. The G1 shift point indicates a delayed shift during the transition from uphill parking to downhill parking, while the G2 shift point indicates an early shift during the transition from downhill parking to uphill parking.

[0124] Finally, the automatic parking control method of the present invention under the driving and parking integrated working condition is described.

[0125] FIG. 7 is a schematic diagram illustrating an automatic parking control method according to a fifth embodiment.

[0126] The automatic parking control method of the fifth embodiment is a control method applied in the driving and parking integration. Its control strategy is the same as the flat-ground strategy in the above-mentioned embodiment. It is achieved by shifting gears in advance and then increasing torque to reduce hydraulic braking. However, there are the following differences in the specific implementation methods. On flat ground, hydraulic braking and torque increase and decrease are controlled in the same module (for example, implemented in one automatic parking control module); while in the driving and parking integration embodiment, another driving control module is required to reduce hydraulic braking after shifting gears in advance, and the torque is increased by the automatic parking control module, thereby achieving no pause between driving and parking.

[0127] In Figure 7, P represents the parking process, D represents the driving process, S represents stationary, Fbrake represents hydraulic braking (equivalent to "friction braking force"), and Fprop represents driving force (equivalent to "powertrain force"). The box on the left of Figure 8 represents the prior art. The driving control module uses hydraulic braking to stop the vehicle, and then the parking control module releases pressure and increases torque to start the vehicle. The box on the right of Figure 8 represents the present embodiment. After the advance shift is performed as shown by the double dashed lines in the figure, the automatic parking control module controls the torque to increase, and the driving control module correspondingly controls the reduction of hydraulic braking. When this step of movement is completed, the torque of the parking control module can directly start the vehicle, and subsequent control is completed by the parking control module.

[0128] FIG8 is a block diagram showing the configuration of an automatic parking control system according to a fifth embodiment.

[0129] As shown in FIG. 8 , the automatic parking control system 100 according to the fifth embodiment includes a driving control module 110 and an automatic parking module 120 .

[0130] The driving control module 110 includes:

[0131] a gear switching unit 111, configured to control the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking maneuver;

[0132] a stationary signal generating unit 112 for generating a vehicle stationary signal when the vehicle speed drops to 0 km / h; and

[0133] The control unit 113 is configured to control the reduction of the friction braking force after the gear switching unit 111 performs the gear switching.

[0134] The automatic parking module 120 is configured to control the vehicle to increase the powertrain force after the gear switching unit 111 controls the vehicle to perform the gear switching.

[0135] The present invention also provides a computer-readable medium having a computer program stored thereon, and the automatic parking control method is implemented when the computer program is executed by a processor.

[0136] The present invention also provides a computer device, comprising a storage module, a processor, and a computer program stored in the storage module and executable on the processor, wherein the processor implements the automatic parking control method when executing the computer program.

[0137] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Those skilled in the art can think of other feasible changes or replacements based on the technical scope disclosed in this application, and such changes or replacements are all included in the scope of protection of the present application. In the absence of conflict, the embodiments of the present application and the features in the embodiments can also be combined with each other. The scope of protection of the present application shall be based on the description of the claims.

Claims

1. An automatic parking control method, the automatic parking control method is used to control a first parking movement in direction A and a second parking movement in direction B, wherein: The direction B is longitudinally opposite to the direction A, and the method comprises: The powertrain force is controlled to achieve a transition of the vehicle from a first parking movement in direction A to a second parking movement in direction B, and the powertrain force is controlled to prevent the vehicle from being stationary between the first parking movement and the second parking movement.

2. The automatic parking control method according to claim 1, characterized in that: The controlling the powertrain force so that the vehicle does not come to a stationary state between the first parking movement and the second parking movement further comprises: The powertrain force and the friction braking force are cooperatively controlled to ensure that the vehicle does not come to a stationary state between the first parking movement and the second parking movement.

3. The automatic parking control method according to claim 2, characterized in that: The controlling the powertrain force so that the vehicle does not come to a stationary state between the first parking movement and the second parking movement comprises: The powertrain force in direction A is applied when the vehicle starts the first parking movement, and then the powertrain force in direction A is changed to the powertrain force in direction B during the first parking movement while the vehicle is still moving in direction A.

4. The automatic parking control method according to claim 3, characterized in that: Before changing the powertrain force in direction A to the powertrain force in direction B, the powertrain force in direction A is reduced.

5. The automatic parking control method according to claim 4, characterized in that: Reducing the powertrain force in the direction A includes: reducing the powertrain force in the direction A to zero.

6. The automatic parking control method according to claim 5, characterized in that: After the powertrain force in direction A is changed into the powertrain force in direction B, the method further comprises: During the first parking movement in which the vehicle is still moving in the direction A, the powertrain force in the direction B is increased to achieve a transition of the vehicle movement from the first parking movement in the direction A to the second parking movement in the direction B.

7. The automatic parking control method according to claim 6, characterized in that: While the powertrain force in the direction B is increased, the friction braking force is reduced, wherein the absolute value of the increase in the powertrain force in the direction B is equal to the absolute value of the decrease in the friction braking force.

8. The automatic parking control method according to claim 2, characterized in that: The direction A is an uphill direction, the direction B is a downhill direction, and there is downhill gravity of the vehicle in the direction B. The step of cooperatively controlling the powertrain force and the friction braking force to prevent the vehicle from being stationary between the first parking movement and the second parking movement comprises: applying a powertrain force in direction A when the vehicle starts the first parking movement, and initiating a change in the vehicle's moving direction by reducing the powertrain force in direction A by a predefined value during the first parking movement, The resultant force of the remaining powertrain force after reducing the predefined value and the downhill gravity points to the direction B.

9. The automatic parking control method according to claim 8, characterized in that: After the vehicle is transformed from a first parking movement in direction A to a second parking movement in direction B, the method further includes: The remaining powertrain force is further reduced by a first prescribed amount, and the friction braking force is increased by the first prescribed amount at the same time.

10. The automatic parking control method according to claim 8, characterized in that: Further, after the powertrain force in direction A is reduced to a predetermined threshold, the direction of the powertrain force is requested to be changed to direction B.

11. The automatic parking control method according to claim 2, characterized in that: The direction A is a downhill direction, the direction B is an uphill direction, and there is downhill gravity of the vehicle in the direction A. The step of cooperatively controlling the powertrain force and the friction braking force to prevent the vehicle from being stationary between the first parking movement and the second parking movement comprises: Before the vehicle is transformed from a first parking movement in direction A to a second parking movement in direction B, the friction braking force is reduced.

12. The automatic parking control method according to claim 11, characterized in that: The step of cooperatively controlling the powertrain force and the friction braking force to prevent the vehicle from being stationary between the first parking movement and the second parking movement comprises: A powertrain force in direction A is applied when the vehicle starts the first parking movement, and during the first parking movement, the powertrain force in direction A is changed to a powertrain force in direction B. Thereafter, the friction braking force is reduced by a second specified amount and the powertrain force in direction B is increased by the second specified amount simultaneously, so as to achieve the transition from the first parking movement to the second parking movement.

13. The automatic parking control method according to claim 3, characterized in that: Further including: Generate a vehicle stationary signal when the vehicle speed drops to 0 km / h; as well as Control is performed according to the vehicle stationary signal so that the vehicle starts to perform the second parking movement.

14. The automatic parking control method according to claim 13, characterized in that: The first parking movement and the second parking movement are flat ground movements, The step of changing the powertrain force in the direction A to the powertrain force in the direction B during the first parking movement in which the vehicle is still moving in the direction A comprises: When it is determined that the vehicle speed decreases and reaches a preset vehicle speed threshold during the first parking movement, the vehicle is controlled to switch gears to change the powertrain force in direction A to a powertrain force in direction B, wherein the preset vehicle speed threshold is greater than 0 km / h.

15. The automatic parking control method according to claim 14, characterized in that: The step of changing the powertrain force in the direction A to the powertrain force in the direction B during the first parking movement in which the vehicle is still moving in the direction A comprises: When the remaining parking distance of the first parking movement is less than a preset distance threshold, the vehicle is controlled to switch gears to achieve the change of the powertrain force in the direction A into the powertrain force in the direction B.

16. The automatic parking control method according to claim 15, characterized in that: A parking distance signal indicating a distance required for the second parking movement is received within a certain time after the vehicle stationary signal is generated.

17. The automatic parking control method according to claim 3, characterized in that: The first parking movement is a downhill movement, and the second parking movement is an uphill movement, The step of changing the powertrain force in the direction A to the powertrain force in the direction B during the first parking movement in which the vehicle is still moving in the direction A comprises: When it is determined that the vehicle speed decreases and reaches a preset vehicle speed threshold during the first parking movement, the vehicle is controlled to switch gears to change the powertrain force in direction A into the powertrain force in direction B, wherein the preset vehicle speed threshold is greater than 0 km / h.

18. The automatic parking control method according to claim 3, characterized in that: The first parking movement is a driving movement, the second parking movement is a parking movement, and the step of changing the powertrain force in the direction A to the powertrain force in the direction B during the first parking movement while the vehicle is still moving in the direction A includes: When it is determined that the vehicle speed decreases and reaches a preset vehicle speed threshold during the first parking movement, the vehicle is controlled to switch gears to change the powertrain force in direction A to the powertrain force in direction B, wherein the preset vehicle speed threshold is greater than 0 km / h.

19. An automatic parking control module, for controlling a first parking movement in direction A and a second parking movement in direction B, characterized in that: The automatic parking control module includes: a gear switching unit, used for controlling the vehicle to switch gears before the vehicle speed drops to 0 km / h during the first parking movement; and The control unit is used for controlling to increase the powertrain force and correspondingly controlling to reduce the friction braking force after the vehicle performs the gear switching.

20. An automatic parking control system for controlling a vehicle movement and a parking movement after the vehicle movement, the automatic parking control system comprising: Driving control module and automatic parking module, It is characterized in that Wherein, the driving control module includes: a gear shifting unit, used for controlling the vehicle to shift gears before the vehicle speed drops to 0 km / h during the driving process; and a control unit, for controlling the vehicle to increase the powertrain force after the gear shift is performed, The automatic parking module is used to control the vehicle to increase the powertrain force after the gear switching unit controls the vehicle to switch gears.

21. A computer readable medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the automatic parking control method according to any one of claims 1 to 18 is implemented.

22. A computer device comprising a storage module, a processor, and a computer program stored in the storage module and executable on the processor, characterized in that: When the processor executes the computer program, the automatic parking control method according to any one of claims 1 to 18 is implemented.

23. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the automatic parking control method according to any one of claims 1 to 18 is implemented.

Images