Parking control method, device, apparatus and storage medium

Abstract

This application discloses a parking control method, apparatus, device, and storage medium, relating to the field of vehicle control technology, and aims to solve the problem of increased parking difficulty due to reduced parking space. The method includes: responding to a parking command, controlling a vehicle to enter or exit a target parking space along a first trajectory. The first trajectory includes at least a second trajectory and a target arc-shaped trajectory. The second trajectory is a rotational trajectory controlling the vehicle to rotate around its rotation center point, and the target arc-shaped trajectory is a trajectory that satisfies a first collision constraint condition. The first collision constraint condition is used to prevent the vehicle from colliding with either side of the target parking space along its length direction while traveling along the target arc-shaped trajectory. The second trajectory connects with the target arc-shaped trajectory.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a parking control method, device, equipment and storage medium. Background Technology

[0002] With the increasing prevalence of vehicles in daily life, parking lots are planning parking spaces less and less, for example, parking spaces are becoming narrower, driving lanes between opposite parking spaces are becoming narrower, and there are dead-end parking spaces.

[0003] Currently, when faced with the aforementioned reduction in parking space, it is impossible to park the vehicle in or out of the parking space in one go using conventional parking methods. In this case, it is necessary to move the vehicle back and forth multiple times and adjust the vehicle's orientation multiple times before driving the vehicle into or out of the parking space. However, this parking solution that involves moving the vehicle back and forth multiple times requires a high level of driving skill from the driver and makes parking more difficult. Summary of the Invention

[0004] The purpose of this application is to provide a parking control method, device, equipment, and storage medium, which aims to solve the problem of increased parking difficulty caused by reduced parking space.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] This application provides a parking control method, which includes: in response to a parking command, controlling a vehicle to enter or exit a target parking space along a first trajectory. The first trajectory includes at least a second trajectory and a target arc-shaped trajectory; the second trajectory is a rotational trajectory controlling the vehicle to rotate around its rotation center point; the target arc-shaped trajectory is a trajectory that satisfies a first collision constraint condition, the first collision constraint condition being used to prevent the vehicle from colliding with either side of the target parking space along its length direction while traveling along the target arc-shaped trajectory; the second trajectory connects with the target arc-shaped trajectory.

[0007] The parking control method provided in this application addresses the challenge of parking in confined spaces where conventional parking methods are insufficient. This method controls the vehicle to enter the target parking space along a first trajectory comprising a second trajectory and an arc-shaped trajectory. Since the second trajectory is a rotational trajectory around the vehicle's center of rotation, the vehicle can adjust its orientation by rotating itself, eliminating the need for multiple forward and backward maneuvers. Furthermore, because the arc-shaped trajectory adheres to a first collision constraint, it ensures that the vehicle will not collide with either side of the target parking space along its length during parking, thus achieving automatic parking in and out of the target space. This not only reduces the space required for adjusting the vehicle's orientation but also simplifies parking in confined spaces.

[0008] In some embodiments, the first collision constraint condition includes a first constraint sub-condition and a second constraint sub-condition. The first constraint sub-condition is used to constrain the vehicle from colliding with one side of the target parking space along the length direction while traveling along the target arc trajectory, and the second constraint sub-condition is used to constrain the vehicle from colliding with the other side of the target parking space along the length direction while traveling along the target arc trajectory.

[0009] Based on this, when determining the arc-shaped trajectory of a vehicle entering or exiting a target parking space, this application fully considers whether the vehicle will collide with the left or right sides of the target parking space, so as to ensure that the vehicle will not collide with the target parking space when entering or exiting the target parking space along the arc-shaped trajectory, thereby improving parking safety.

[0010] In some embodiments, when the arc trajectory satisfying the first collision constraint condition is a plurality of circular arc trajectories, the plurality of circular arc trajectories are determined by: determining a plurality of candidate circular arc trajectories that satisfy the first constraint sub-condition; and determining a plurality of circular arc trajectories that satisfy the second constraint sub-condition from the plurality of candidate circular arc trajectories.

[0011] In some embodiments, determining multiple candidate circular arc trajectories that satisfy the first constraint sub-condition includes: determining the maximum parking radius based on the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle, and the first constraint sub-condition. Multiple candidate parking radii are determined based on the maximum parking radius and the minimum parking radius of the vehicle. Multiple candidate circular arc trajectories are then determined based on the multiple candidate parking radii and the center point of each candidate circle. The maximum parking radius is the farthest distance from the center point of the rear axle of the vehicle to the center point of the circular arc trajectory when the vehicle is traveling along the circular arc trajectory.

[0012] Based on this, this application first determines multiple candidate circular arc trajectories that will not cause the vehicle to collide with one side of the target parking space along its length through the first constraint sub-condition, thereby improving parking safety.

[0013] In some embodiments, determining the multiple circular arc trajectories satisfying the second constraint sub-condition from the multiple candidate circular arc trajectories includes: for each candidate parking radius, determining multiple parking radii with a maximum parking depth from the multiple candidate parking radii based on the candidate parking radius, the width of the target parking space, the width of the vehicle, and the second constraint sub-condition; determining multiple center points for each parking radius and the maximum parking depth corresponding to each parking radius, with one center point for each parking radius; and determining multiple circular arc trajectories based on each parking radius and the center point corresponding to each parking radius. The maximum parking depth is the farthest vertical distance from the rear axle center point of the vehicle to the entrance edge of the target parking space in the width direction when the vehicle finishes traveling along the circular arc trajectory.

[0014] Based on this, after determining multiple candidate arc trajectories that will not collide with one side of the target parking space along its length, this application further determines multiple arc trajectories that will not collide with the other side of the target parking space along its length from the multiple candidate arc trajectories based on the second constraint sub-condition, thereby further improving parking safety.

[0015] In some embodiments, when there are multiple arcuate trajectories satisfying the first collision constraint, the target arcuate trajectory is the trajectory with the highest parking expectation value among the multiple arcuate trajectories. The parking expectation value is determined based on a first distance between the first side of the vehicle and the first side of the target parking space, and a second distance between the second side of the vehicle and the second side of the target parking space, during the vehicle's travel along the target arcuate trajectory; the magnitudes of the first and second distances are positively correlated with the magnitude of the parking expectation value. The first side of the vehicle is one side along the vehicle's length direction, the second side of the vehicle is the opposite side of the first side of the vehicle, the first side of the target parking space is the side of the target parking space that is closer to the first side of the vehicle along its length direction, and the second side of the target parking space is the opposite side of the target parking space.

[0016] Based on this, when there are multiple arc trajectories that satisfy the first collision constraint, this application increases the safety redundancy during the parking process by selecting a target arc trajectory that is equidistant from the left and right sides of the target parking space.

[0017] In some embodiments, when controlling the vehicle to enter the target parking space along the first trajectory, the second trajectory includes a rotation starting point, which is determined by: determining the rotation starting region of the vehicle's rotation center point based on the rotation radius of the vehicle's rotation around the vehicle's rotation center point, the spatial information of the parking space, and a second collision constraint condition; and determining the rotation starting point based on the rotation starting region. The second collision constraint condition is used to constrain the vehicle from colliding with the edge of the parking space during its rotation around the vehicle's rotation center point, and the rotation starting point is the position of the rear axle center point of the vehicle.

[0018] Therefore, when determining the starting point of rotation, this application also needs to consider whether the vehicle will collide with the edge of the parking space during the rotation process, so as to further improve parking safety.

[0019] In some embodiments, determining the rotation starting region of the vehicle's rotation center point based on the rotation radius of the vehicle's rotation around the vehicle's rotation center point, the spatial information of the parking space, and the second collision constraint condition includes: determining a first rotation boundary, a second rotation boundary, and a third rotation boundary of the rotation starting region based on the rotation radius of the vehicle's rotation around the vehicle's rotation center point, the spatial information of the parking space, and the second collision constraint condition; and determining the rotation starting region based on the first rotation boundary, the second rotation boundary, the third rotation boundary, and a fourth rotation boundary. The fourth rotation boundary is a preset boundary.

[0020] In some embodiments, determining the first, second, and third rotation boundaries of the rotation starting region based on the rotation radius of the vehicle's rotation around its center of rotation, spatial information of the parking space, and the second collision constraint conditions includes: using the farthest distance from the vehicle's center of rotation to the vehicle's edge as the rotation radius, and combining it with the first side of the parking space to determine the first rotation boundary, where the first side is the side in the parking space that coincides with the side in the width direction of the target parking space; using the distance from the vehicle's center of rotation to the first vertex of the vehicle's front as the rotation radius, and combining it with the second side of the parking space to determine the second rotation boundary, where the first vertex is the vertex of the two vertices of the vehicle's front that the vehicle's rotation direction points to, and the second side is the side in the parking space opposite to the first side; and using the distance from the vehicle's center of rotation to the first vertex as the rotation radius, and combining it with the third side of the parking space to determine the third rotation boundary, where the third side is the side in the parking space that coincides with the side in the length direction of the target parking space.

[0021] Based on this, this application uses multiple restricted distances as rotation radii to determine multiple rotation boundaries for constraining the rotation starting area, ensuring that the vehicle will not collide with the edge of the parking space when it starts rotating from any position in the rotation starting area, thereby improving parking safety.

[0022] In some embodiments, determining the rotation start point based on the rotation start region includes: determining multiple candidate rotation positions from the rotation start region, each candidate rotation position corresponding to a candidate rotation start point and a candidate rotation end point; for each candidate rotation position, determining the vehicle's rotation angle based on the vehicle's pose information and the target parking space's position; determining the candidate rotation position with the smallest corresponding rotation angle among the multiple candidate rotation positions as the rotation position; and determining the candidate rotation start point and candidate rotation end point corresponding to the rotation position as the rotation start point and rotation end point, respectively. Here, the rotation position is the location of the vehicle's rotation center point, and the rotation end point is the location of the vehicle's rear axle center point after the vehicle has rotated around the rotation position.

[0023] Based on this, when determining the starting point of the vehicle's rotation around the center point, this application considers whether the rotation angle during the vehicle's rotation process is minimized, thereby avoiding excessive wear on the vehicle's tires caused by the vehicle's rotation.

[0024] In some embodiments, for each candidate rotation position, the rotation angle is the angle between the vehicle's current body orientation and the vehicle's body orientation before rotating around the candidate rotation position, provided that the vehicle rotates from the candidate rotation start point around the candidate rotation position until the rear axle center point of the vehicle is located at the candidate rotation end point corresponding to the candidate rotation start point.

[0025] In some embodiments, the connection between the termination point of the second trajectory and the starting point of the target circular arc trajectory includes: the second trajectory and the target circular arc trajectory being connected at the rotation termination point.

[0026] In some embodiments, the first trajectory further includes a third trajectory, which is the trajectory of the vehicle traveling from its current position to the starting point of rotation, and the third trajectory connects with the first trajectory at the starting point of rotation.

[0027] In some embodiments, while controlling the vehicle to travel along a third trajectory, the vehicle does not collide with obstacles in the parking space.

[0028] Therefore, in the process of planning the vehicle to move from its current position to the starting point of rotation, this application also needs to consider whether the vehicle will collide with obstacles in the parking space, so as to improve parking safety.

[0029] In some embodiments, when the vehicle is controlled to drive into the target parking space along the first trajectory, the first trajectory further includes a fourth trajectory, which is a straight trajectory for the vehicle to drive into the target parking space after the vehicle has finished driving along the target arc trajectory, and the starting point of the fourth trajectory is connected to the ending point of the target arc trajectory.

[0030] In some embodiments, the rotation center point of the vehicle includes any one of the following: wheel, corner point, axle center point, or center of mass.

[0031] In some embodiments, parking access is not available outside the straight line containing either side of the target parking space along its length, and the parking entry or exit edge of the target parking space is the edge along the width direction of the target parking space.

[0032] This application provides a parking control device, which includes a control unit. The control unit is configured to, in response to a parking command, control a vehicle to enter or exit a target parking space along a first trajectory. The first trajectory includes at least a second trajectory and a target arc-shaped trajectory; the second trajectory is a rotational trajectory controlling the vehicle to rotate around its center of rotation; the target arc-shaped trajectory is a trajectory that satisfies a first collision constraint condition, which prevents the vehicle from colliding with either side of the target parking space along its length while traveling along the target arc-shaped trajectory; the second trajectory connects to the target arc-shaped trajectory.

[0033] In some embodiments, the first collision constraint condition includes a first constraint sub-condition and a second constraint sub-condition. The first constraint sub-condition is used to constrain the vehicle from colliding with one side of the target parking space along the length direction while traveling along the target arc trajectory, and the second constraint sub-condition is used to constrain the vehicle from colliding with the other side of the target parking space along the length direction while traveling along the target arc trajectory.

[0034] In some embodiments, the parking control device provided in this application further includes a processing unit. When the arcuate trajectory satisfying the first collision constraint condition is a plurality of circular arc trajectories, the processing unit is configured to determine a plurality of candidate circular arc trajectories satisfying the first constraint sub-condition, and to determine a plurality of circular arc trajectories satisfying the second constraint sub-condition from the plurality of candidate circular arc trajectories.

[0035] In some embodiments, the processing unit is specifically configured to: determine the maximum parking radius based on the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle, and a first constraint sub-condition; determine multiple candidate parking radii based on the maximum parking radius and the minimum parking radius of the vehicle; and determine multiple candidate circular arc trajectories based on the multiple candidate parking radii and the center point of each candidate circle. The maximum parking radius is the farthest distance from the center point of the rear axle of the vehicle to the center point of the circular arc trajectory when the vehicle travels along the circular arc trajectory.

[0036] In some embodiments, the processing unit is specifically configured to: for each candidate parking radius, determine multiple parking radii with a maximum parking depth from among the multiple candidate parking radii, based on the candidate parking radius, the width of the target parking space, the width of the vehicle, and the second constraint sub-condition; determine multiple center points for each parking radius and the maximum parking depth corresponding to each parking radius, with one center point for each parking radius; and determine multiple circular arc trajectories based on each parking radius and the center point corresponding to each parking radius. The maximum parking depth is the farthest vertical distance from the rear axle center point of the vehicle to the entrance edge of the target parking space in the width direction when the vehicle finishes traveling along the circular arc trajectory.

[0037] In some embodiments, when there are multiple arcuate trajectories satisfying the first collision constraint, the target arcuate trajectory is the trajectory with the highest parking expectation value among the multiple arcuate trajectories. The parking expectation value is determined based on a first distance between the first side of the vehicle and the first side of the target parking space, and a second distance between the second side of the vehicle and the second side of the target parking space, during the vehicle's travel along the target arcuate trajectory; the magnitudes of the first and second distances are positively correlated with the magnitude of the parking expectation value. The first side of the vehicle is one side along the vehicle's length direction, the second side of the vehicle is the opposite side of the first side of the vehicle, the first side of the target parking space is the side of the target parking space that is closer to the first side of the vehicle along its length direction, and the second side of the target parking space is the opposite side of the target parking space.

[0038] In some embodiments, when controlling the vehicle to enter the target parking space along the first trajectory, the second trajectory includes a rotation starting point. The processing unit is configured to: determine the rotation starting region of the vehicle's rotation center point based on the rotation radius of the vehicle's rotation around the vehicle's rotation center point, the spatial information of the parking space, and a second collision constraint condition; and determine the rotation starting point based on the rotation starting region. The second collision constraint condition is used to constrain the vehicle from colliding with the edge of the parking space during its rotation around the vehicle's rotation center point, and the rotation starting point is the position of the rear axle center point of the vehicle.

[0039] In some embodiments, the processing unit is specifically configured to: determine a first rotation boundary, a second rotation boundary, and a third rotation boundary of the rotation starting region based on the rotation radius of the vehicle around its rotation center point, spatial information of the parking space, and a second collision constraint condition; and determine the rotation starting region based on the first rotation boundary, the second rotation boundary, the third rotation boundary, and a fourth rotation boundary of the rotation starting region. The fourth rotation boundary is a preset boundary.

[0040] In some embodiments, the processing unit is specifically configured to: use the farthest distance from the vehicle's rotation center to the vehicle's edge as the rotation radius, and combine it with a first side of the parking space to determine a first rotation boundary, wherein the first side is the side in the parking space that coincides with the side in the width direction of the target parking space; use the distance from the vehicle's rotation center to a first vertex of the vehicle's front as the rotation radius, and combine it with a second side of the parking space to determine a second rotation boundary, wherein the first vertex is the vertex of the two vertices of the vehicle's front that the vehicle's rotation direction points to, and the second side is the side in the parking space opposite to the first side; use the distance from the vehicle's rotation center to the first vertex as the rotation radius, and combine it with a third side of the parking space to determine a third rotation boundary, wherein the third side is the side in the parking space that coincides with the side in the length direction of the target parking space.

[0041] In some embodiments, the processing unit is specifically configured to: determine multiple candidate rotation positions from the rotation initiation region, each candidate rotation position corresponding to a candidate rotation start point and a candidate rotation end point; for each candidate rotation position, determine the vehicle's rotation angle based on the vehicle's pose information and the position of the target parking space; determine the candidate rotation position with the smallest corresponding rotation angle among the multiple candidate rotation positions as the rotation position; and determine the candidate rotation start point and candidate rotation end point corresponding to the rotation position as the rotation start point and rotation end point. Here, the rotation position is the location of the vehicle's rotation center point, and the rotation end point is the location of the vehicle's rear axle center point after the vehicle has rotated around the rotation position.

[0042] In some embodiments, for each candidate rotation position, the rotation angle is the angle between the vehicle's current body orientation and the vehicle's body orientation before rotating around the candidate rotation position, provided that the vehicle rotates from the candidate rotation start point around the candidate rotation position until the rear axle center point of the vehicle is located at the candidate rotation end point corresponding to the candidate rotation start point.

[0043] In some embodiments, the connection between the termination point of the second trajectory and the starting point of the target circular arc trajectory includes: the second trajectory and the target circular arc trajectory being connected at the rotation termination point.

[0044] In some embodiments, the first trajectory further includes a third trajectory, which is the trajectory of the vehicle traveling from its current position to the starting point of rotation, and the third trajectory connects with the first trajectory at the starting point of rotation.

[0045] In some embodiments, while controlling the vehicle to travel along a third trajectory, the vehicle does not collide with obstacles in the parking space.

[0046] In some embodiments, when the vehicle is controlled to drive into the target parking space along the first trajectory, the first trajectory further includes a fourth trajectory, which is a straight trajectory for the vehicle to drive into the target parking space after the vehicle has finished driving along the target arc trajectory, and the starting point of the fourth trajectory is connected to the ending point of the target arc trajectory.

[0047] In some embodiments, the rotation center point of the vehicle includes any one of the following: wheel, corner point, axle center point, or center of mass.

[0048] In some embodiments, parking access is not available outside the straight line containing either side of the target parking space along its length, and the parking entry or exit edge of the target parking space is the edge along the width direction of the target parking space.

[0049] This application provides an electronic device, including: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement the method described in any of the above method embodiments.

[0050] This application provides a vehicle comprising: at least two motors, and the electronic equipment described above; wherein a first motor of the at least two motors is used to drive the wheels of the front axle of the vehicle, and a second motor of the at least two motors is used to drive the wheels of the rear axle of the vehicle.

[0051] This application provides a computer-readable storage medium storing instructions that, when executed by a computer, perform the method described in any of the above method embodiments.

[0052] This application provides a computer program product, which includes instructions. When the instructions are executed on a computer, the computer performs the method described in any of the above method embodiments. Attached Figure Description

[0053] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 A vehicle chassis architecture diagram provided for an embodiment of this application;

[0055] Figure 2 A flowchart of a parking control method provided in this application embodiment;

[0056] Figure 3 A schematic diagram illustrating the principle of vehicle rotation in place, provided for an embodiment of this application;

[0057] Figure 4 A parking path diagram provided for an embodiment of this application;

[0058] Figure 5 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0059] Figure 6 A flowchart illustrating another parking control method provided in this application embodiment;

[0060] Figure 7 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0061] Figure 8 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0062] Figure 9 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0063] Figure 10 A flowchart illustrating another parking control method provided in this application embodiment;

[0064] Figure 11 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0065] Figure 12 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0066] Figure 13 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0067] Figure 14 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0068] Figure 15 A schematic diagram of a rotation starting region provided in an embodiment of this application;

[0069] Figure 16 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0070] Figure 17 This is a schematic diagram of another parking path provided in an embodiment of this application;

[0071] Figure 18 A flowchart illustrating another parking control method provided in this application embodiment;

[0072] Figure 19 A structural diagram of a parking control device provided in an embodiment of this application;

[0073] Figure 20 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0074] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0075] In the description of this application, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplification, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0076] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0077] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0078] In some embodiments, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0079] In some embodiments, the words "exemplary" or "for example" are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the words "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0080] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0081] In current intelligent driving systems, automatic parking assistance is typically used as a feature to help users park. During the parking process, the movement of traditional front-wheel-drive vehicles is constrained by the Ackermann chassis. The vehicle must rely on the steering of the front wheels to perform operations such as lane changes and steering, and cannot travel too fast on curves, etc.

[0082] For example, the path of a traditional front-wheel-drive vehicle must satisfy the following three constraints:

[0083] (1) Path continuity constraint: Path continuity constraint usually uses smooth curves or polynomial functions to generate paths, ensuring that at each point on the path, parameters such as position, velocity and acceleration change continuously, so as to ensure that the current state of the vehicle is seamlessly connected with the target state.

[0084] (2) Vehicle kinematic constraints: Vehicle kinematic constraints need to fully consider the kinematic characteristics of the vehicle to ensure that the planned path meets the minimum turning radius requirement of the vehicle, so as to ensure the feasibility of the path.

[0085] (3) Vehicle dynamics constraints: Vehicle dynamics constraints integrate the vehicle's dynamics model into the algorithm to predict and control parameters such as lateral acceleration and yaw rate. At the same time, it is also necessary to dynamically adjust the path parameters according to factors such as road conditions and vehicle speed to ensure that the vehicle can maintain a stable driving state under various operating conditions.

[0086] Therefore, the above constraints restrict vehicles to conventional paths (such as straight lines, arcs, and straight lines plus arcs). Meeting these constraints often requires a large driving space. When the space is too small to meet these constraints, it is usually impossible to plan a vehicle path, resulting in parking failure.

[0087] Against this backdrop, in order to address the problem of parking difficulties in scenarios with limited parking space in related technologies, this application achieves the goal of rotating the vehicle around its rotation center point by controlling the independent rotation of the four wheels of the vehicle. This breaks the constraints of traditional vehicle driving and improves the vehicle's flexibility, passability, and maneuverability to cope with narrow parking environments (such as dead-end road scenarios and narrow passage scenarios).

[0088] This application provides a vehicle comprising at least two motors and electronic equipment for controlling the motors. A first motor of the at least two motors drives the wheels of the front axle of the vehicle, and a second motor of the at least two motors drives the wheels of the rear axle of the vehicle.

[0089] It should be noted that this application uses an example of a vehicle comprising four motors, each motor independently driving one vehicle. The parking control method provided in the embodiments of this application will be described in detail.

[0090] For example, such as Figure 1 The diagram shown is a vehicle chassis architecture provided in an embodiment of this application. The vehicle chassis 100 includes a first motor 110, a second motor 120, a third motor 130, a fourth motor 140, a first wheel 111, a second wheel 121, a third wheel 131, and a fourth wheel 141.

[0091] The first motor 110 is used to drive the first wheel 111, the second motor 120 is used to drive the second wheel 121, the third motor 130 is used to drive the third wheel 131, and the fourth motor 140 is used to drive the fourth wheel 141.

[0092] It is understandable that each motor can independently drive its corresponding wheel to rotate in the forward or reverse direction, and the rotation direction of each wheel does not affect the others.

[0093] In this way, by using a drive motor configured for each wheel, the independent rotation of each wheel of the vehicle can be controlled to enable the vehicle to turn around on the spot, improving the flexibility and passability of the wheels, thereby reducing the space required to adjust the vehicle's orientation.

[0094] This application provides a parking control method, apparatus, device, and storage medium. The implementation methods of the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0095] The following is combined Figure 1 Please refer to the following Figures 2 to 18 The parking control method provided in the embodiments of this application is described.

[0096] It is understood that in the embodiments of this application, the various devices / modules in the parking control system can execute some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application can also perform other operations or variations of various operations. Furthermore, the various steps can be executed in different orders as presented in the embodiments of this application, and it is not necessarily necessary to execute all the operations in the embodiments of this application.

[0097] Figure 2 This is a flowchart of a parking control method provided in an embodiment of this application. The subject executing this method can be a vehicle or various devices / modules in the vehicle, such as integrated circuits or chips. This embodiment of the application does not specifically limit this.

[0098] For example, such as Figure 2 As shown, the parking control method provided in this application embodiment may include the following S201 and S202:

[0099] S201, Receive parking command.

[0100] The parking command is used to instruct the vehicle to activate the automatic parking function.

[0101] In some embodiments, a parking instruction can be generated by the parking controller in response to the user's click operation after the user clicks the parking control displayed on the vehicle display and then clicks the target parking space control.

[0102] S202, in response to a parking instruction, controls the vehicle to drive into or out of the target parking space along the first trajectory.

[0103] Optionally, after the user clicks the parking control, the system can also detect whether the doors and hoods are closed, and whether the sensors and systems are functioning properly. If the doors and hoods are closed and the sensors and systems are functioning properly, the system will perform the subsequent parking operation.

[0104] For example, after a user clicks the parking control displayed on the vehicle's display screen, if the door is detected to be open, the display screen will show the message "Door not closed" to remind the user to close the door; if the door is detected to be closed, the user will respond to the parking instruction and perform subsequent parking operations.

[0105] Optionally, when controlling the vehicle to drive into the target parking space along the first trajectory, the target parking space can be selected and determined by the user on the vehicle screen, or it can be automatically determined by the parking control system.

[0106] Optionally, parking is not permitted outside the straight line containing either side of the target parking space along its length, and the entry or exit edge of the target parking space is the edge along its width. In other words, the target parking space is a perpendicular parking space on a dead-end road.

[0107] Optionally, the first trajectory includes at least the second trajectory and the target arc-shaped trajectory. The second trajectory connects with the target arc-shaped trajectory. Furthermore, when the vehicle enters the target parking space along the first trajectory, the end point of the second trajectory connects with the starting point of the target arc-shaped trajectory.

[0108] In some embodiments, the second trajectory is a rotational trajectory that controls the vehicle to rotate around the vehicle's center of rotation. For example, the vehicle's center of rotation includes any of the following: wheel, corner point, axle center point, or center of mass.

[0109] Optionally, the center of rotation of the vehicle can be taken as the center of mass as an example. Combined with... Figure 1 With the first wheel 111 being the left front wheel, the second wheel 121 being the right front wheel, the third wheel 131 being the left rear wheel, and the fourth wheel 141 being the right rear wheel, the vehicle can rotate around its center of mass by controlling the independent rotation of each wheel.

[0110] In some embodiments, the vehicle's orientation can be adjusted by controlling the vehicle to rotate along a second trajectory. During the process of controlling the vehicle to rotate along the second trajectory, the motors controlling the two wheels on the same side of the vehicle to output a first torque and the motors controlling the two wheels on the other side of the vehicle to output a second torque are controlled.

[0111] The first torque and the second torque have opposite torque directions.

[0112] For example, taking the vehicle's center of rotation as the center of mass. Combined with... Figure 1 ,like Figure 3 As shown, taking the clockwise rotation of the vehicle as an example, the first motor 110 and the third motor 130 can be controlled to output positive torque to drive the first wheel 111 and the third wheel 131 to rotate in the forward direction, and the second motor 120 and the fourth motor 140 can be controlled to output reverse torque to drive the second wheel 121 and the fourth wheel 141 to rotate in the reverse direction, thereby driving the vehicle to rotate clockwise in place with the center of mass as the starting point of rotation.

[0113] Optionally, when controlling the vehicle to drive into the target parking space along the first trajectory, the second trajectory includes a rotation start point and a rotation end point. The rotation start point is the position of the rear axle center point of the vehicle, and the rotation end point is the position of the rear axle center point of the vehicle after the vehicle has finished rotating around the rotation center point trajectory.

[0114] In some embodiments, the target arcuate trajectory is a trajectory that satisfies a first collision constraint condition, which is used to prevent the vehicle from colliding with the two sides along the length direction of the target parking space while traveling along the target arcuate trajectory. Further, the second trajectory connects with the target arcuate trajectory at the rotation termination point.

[0115] In one example, the two sides along the length of the target parking space can be the two side lines of the target parking space.

[0116] In another example, the two sides along the length of the target parking space can be side lines formed by obstacles. For example, the opposing side lines of two parallel parked vehicles.

[0117] In one alternative implementation, the arc trajectory can be an arc with a varying radius. For example, an arc with a gradually increasing radius.

[0118] In another alternative implementation, the arc trajectory can also be an arc with a constant radius. For example, a circular arc trajectory.

[0119] Optionally, when controlling the vehicle to drive into the target parking space along the first trajectory, the first trajectory may further include a third trajectory. The third trajectory is the trajectory of the vehicle from its current position to the starting point of rotation, and the third trajectory connects with the first trajectory at the starting point of rotation.

[0120] In some embodiments, the vehicle will not collide with obstacles in the parking space while being controlled to travel along a third trajectory.

[0121] Optionally, when controlling the vehicle to drive into the target parking space along the first trajectory, the first trajectory may further include a fourth trajectory. The fourth trajectory is a straight line trajectory for the vehicle to drive into the target parking space after the vehicle has finished driving along the target arc trajectory, and the starting point of the fourth trajectory connects with the ending point of the target arc trajectory.

[0122] In one example, the center of rotation of the vehicle is taken as the center of mass. For example... Figure 4 As shown, with the rear axle center point of the vehicle at point A, the vehicle can be controlled to travel along the third trajectory until the rear axle center point is at the rotation starting point B. Then, the vehicle is controlled to rotate clockwise around the vehicle's center of mass along the second trajectory with point C as the rotation center point until the rear axle center point is at the rotation ending point D. Next, the vehicle is controlled to travel along the target arc trajectory until the rear axle center point is at point E. Finally, the vehicle is controlled to travel along the fourth trajectory until the rear axle center point is at point F, so as to park the vehicle in the target parking space.

[0123] In another example, the center of rotation of the vehicle is taken as the wheel (right front wheel). Figure 5 As shown, with the rear axle center point of the vehicle at point A, the vehicle can be controlled to travel along the third trajectory until the rear axle center point is at the rotation starting point B. Then, the vehicle is controlled to rotate clockwise around the right front wheel along the second trajectory with point C as the rotation center point until the rear axle center point is at the rotation ending point D. Next, the vehicle is controlled to travel along the target arc trajectory until the rear axle center point is at point E. Finally, the vehicle is controlled to travel along the fourth trajectory until the rear axle center point is at point F, so as to park the vehicle in the target parking space.

[0124] Among them, the trajectory from point A to point B is the third trajectory, the trajectory from point B to point D is the second trajectory, the trajectory from point D to point E is the target arc trajectory, and the trajectory from point E to point F is the fourth trajectory.

[0125] In the parking control method provided in this application embodiment, since the vehicle cannot be parked in a conventional manner when the parking space is small, this application can control the vehicle to drive into the target parking space along a first trajectory including a second trajectory and an arc trajectory. Since the second trajectory is a rotation trajectory of the vehicle around its rotation center point, the vehicle can adjust its orientation by rotating itself, without having to move the vehicle back and forth multiple times to adjust its orientation. Furthermore, since the arc trajectory follows the first collision constraint condition, it can ensure that the vehicle will not collide with the two sides of the target parking space along its length during parking, thus achieving the purpose of automatically parking or exiting the target parking space. This not only reduces the space required to adjust the vehicle's orientation but also reduces the difficulty of parking in small parking space scenarios.

[0126] The following describes in detail the process of parking a vehicle into a target parking space, taking the vehicle's center of rotation as the center of mass as an example. This will not be repeated later.

[0127] As described in S202 above, the first trajectory includes the target arc-shaped trajectory. The first collision constraint includes a first constraint sub-condition and a second constraint sub-condition.

[0128] In this embodiment of the application, the first constraint sub-condition is used to constrain the vehicle from colliding with one side of the target parking space along the length direction while traveling along the target arc trajectory, and the second constraint sub-condition is used to constrain the vehicle from colliding with the other side of the target parking space along the length direction while traveling along the target arc trajectory.

[0129] In some embodiments, when the arc trajectory satisfying the first collision constraint condition is a plurality of circular arc trajectories, a plurality of candidate circular arc trajectories satisfying the first constraint sub-condition can be determined first, and then a plurality of circular arc trajectories satisfying the second constraint sub-condition can be determined from the plurality of candidate circular arc trajectories.

[0130] Thus, when determining the arc trajectory of a vehicle as it enters the target parking space, this application fully considers whether the vehicle will collide with the left or right sides of the target parking space, ensuring that the vehicle will not collide with the target parking space when it enters the target parking space along the arc trajectory, thereby improving parking safety.

[0131] For example, such as Figure 6 As shown, determining multiple candidate circular arc trajectories that satisfy the first constraint sub-condition may include the following steps:

[0132] S601. Based on the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle of the vehicle, and the first constraint sub-condition, determine the maximum parking radius.

[0133] The maximum parking radius is the farthest distance from the center point of the rear axle of the vehicle to the center of the circular arc when the vehicle is traveling along the arc.

[0134] Optionally, a trajectory planning algorithm can be used to determine the maximum parking radius of the vehicle by combining the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle of the vehicle, and the first constraint sub-condition.

[0135] Trajectory planning algorithms can include geometric algorithms and Bezier curves.

[0136] In some embodiments, the width of the vehicle, the width of the target parking space, and the vertical distance from the rear of the vehicle to the center point of the rear axle can be input into the geometric algorithm to obtain the maximum parking radius of the vehicle.

[0137] For example, such as Figure 7 As shown, during the process of parking the vehicle from the rotation termination point into the target parking space, the left rear corner of the vehicle is prone to collision with the left side of the target parking space. Therefore, the point where the left rear corner is tangent to the left side of the target parking space can be taken as point P1. When the vehicle is tangent to the left side of the target parking space, control the vehicle to continue rotating along the arc trajectory to adjust the vehicle body orientation to be parallel to the target parking space and place the left rear corner of the vehicle on the line connecting point O and point P1. Place the center point of the rear axle of the vehicle on the center line of the target parking space. Take the left rear corner of the vehicle at this time as point P2. Then drive the vehicle to the point where the center point of the rear axle of the vehicle is located at the intersection of the center line of the target parking space and the line connecting point O and point P1. Take the left rear corner of the vehicle at this time as point P3.

[0138] Furthermore, such as Figure 7 As shown, with the width of the target parking space as W s The width of the vehicle is W v Let R be the distance between point O and the center point of the rear axle of the vehicle, and S be the perpendicular distance from the center point of the rear axle to the rear of the vehicle. Since the parking radius R is always equal, and the distance between the center point of the rear axle and the left rear corner is also always equal, OP1 equals OP3. Therefore, OP3 = R + W. s / 2, OP2 = R + W v / 2, at this point, the maximum parking radius R can be obtained according to the following formulas (I) and (II).

[0139]

[0140] It is understandable that, as can be seen from the above formula (ii), if it is necessary to plan the trajectory of this arc, then W s It must be greater than W v .

[0141] Furthermore, since the numerator in formula (ii) must also be greater than 0, combined with... Figure 6 It can be seen that, Let W be the distance from the center point of the rear axle to the left rear corner of the vehicle. Therefore, and the distance from the center point of the rear axle to the left rear corner of the vehicle is greater than W. s / 2.

[0142] S602. Determine multiple candidate parking radii based on the maximum parking radius and the vehicle's minimum parking radius.

[0143] The minimum parking radius refers to the turning radius of a vehicle when the front wheels have reached their maximum steering angle.

[0144] In some embodiments, all parking radii in the maximum and minimum parking radii can be used as candidate parking radii to obtain multiple subsequent parking radii.

[0145] S603. Based on multiple candidate parking radii and the candidate circle center corresponding to each candidate parking radius, determine multiple candidate circular arc trajectories.

[0146] In some embodiments, when determining multiple candidate parking radii, for each candidate parking radius, multiple candidate circular arc trajectories are determined with the candidate circle center corresponding to each candidate parking radius as the circle point and the candidate parking radius as the radius.

[0147] Among them, combined Figure 7 During the process of the vehicle traveling along each candidate circular arc trajectory, the left rear vertex of the vehicle will not collide with the left side of the target parking space.

[0148] Thus, this application first determines multiple candidate circular arc trajectories that will not cause the vehicle to collide with one side of the target parking space along its length by using the first constraint sub-condition, thereby improving parking safety.

[0149] Furthermore, after determining multiple candidate circular arc trajectories, the above-mentioned determination of the multiple circular arc trajectories satisfying the second constraint sub-condition from the multiple candidate circular arc trajectories may include the following steps:

[0150] S604. For each candidate parking radius, based on the candidate parking radius, the width of the target parking space, the width of the vehicle, and the second constraint sub-condition, determine multiple parking radii from the multiple candidate parking radii that have the maximum parking depth.

[0151] The maximum parking depth is the farthest vertical distance from the center point of the rear axle of the vehicle to the entrance edge of the target parking space in the width direction, at the end of the vehicle's journey along the arc trajectory.

[0152] Optionally, a trajectory planning algorithm can be used to determine the maximum parking radius of the vehicle by combining the candidate parking radius, the width of the target parking space, the width of the vehicle, and the second constraint sub-condition.

[0153] Trajectory planning algorithms can include geometric algorithms and Bezier curves.

[0154] In some embodiments, the candidate parking radius, the width of the target parking space, and the width of the vehicle can be input into the Bezier curve algorithm to obtain the maximum parking depth of the vehicle.

[0155] For example, such as Figure 8 As shown, during the process of parking the vehicle from the rotation termination point into the target parking space, the right rear side of the vehicle is prone to collision with the right side of the entrance of the target parking space. Therefore, when the right rear side of the vehicle is tangent to the right side of the entrance of the target parking space, the center point of the rear axle of the vehicle can be taken as point Q1. Then, drive the vehicle according to the parking radius R and continue to drive until the center point of the rear axle of the vehicle is located on the center line of the target parking space. The center point of the rear axle of the vehicle at this time can be taken as point Q2.

[0156] Furthermore, such as Figure 8 As shown, with the width of the target parking space as W s The width of the vehicle is W v Point N is the intersection of the line connecting points O and Q1 with the right side of the target parking space, and point M is the intersection of the line connecting points O and Q2 with the right side of the target parking space. The distance between points M and N is the parking depth H. Since the parking radius R is always constant, we can obtain OM = RW. v / 2, ON = RW s / 2, at this point, the maximum parking depth H can be obtained according to the following formulas (III) and (IV).

[0157]

[0158] S605. Determine multiple center points based on each parking radius and the maximum parking depth corresponding to each parking radius.

[0159] One parking radius corresponds to one center circle.

[0160] In some embodiments, the x and y coordinates of the center can be determined based on the x-coordinate of the candidate center corresponding to each parking radius and the maximum parking depth of each parking radius pair, so as to obtain multiple center points.

[0161] S606. Determine multiple circular arc trajectories based on each parking radius and the center of the circle corresponding to each parking radius.

[0162] In some embodiments, after determining the maximum parking depth corresponding to each parking radius, for each parking radius, the circle formed by the center of each parking radius and the parking radius can be used as the circle corresponding to the arc trajectory to obtain multiple arc trajectories.

[0163] Among them, combined Figure 8 During the course of the vehicle's journey along each circular arc, the right rear apex of the vehicle will not collide with point M of the target parking space.

[0164] Thus, after determining multiple candidate arc trajectories that will not collide with one side of the target parking space along its length, this application further determines multiple arc trajectories that will not collide with the other side of the target parking space along its length, based on the second constraint sub-condition, thereby further improving parking safety.

[0165] Optionally, if there are multiple arc-shaped trajectories that satisfy the first collision constraint, the target arc-shaped trajectory is the trajectory with the highest parking expectation value among the multiple arc-shaped trajectories.

[0166] In this embodiment of the application, the parking expectation value is determined based on the first distance between the first side of the vehicle and the first side of the target parking space, and the second distance between the second side of the vehicle and the second side of the target parking space, during the process of the vehicle traveling along the target arc trajectory.

[0167] The first side of the vehicle is one side along the length of the vehicle, the second side of the vehicle is the other side opposite to the first side of the vehicle, the first side of the target parking space is the side of the two sides along the length of the target parking space that is closer to the first side of the vehicle, and the second side of the target parking space is the other side of the two sides of the target parking space.

[0168] For example, such as Figure 9 As shown, the first side of the vehicle is the left side of the vehicle, the second side of the vehicle is the right side of the vehicle, the first side of the target parking space is side P, and the second side of the target parking space is side Q.

[0169] In some embodiments, the magnitude of the first distance and the magnitude of the second distance are positively correlated with the magnitude of the parking expectation value.

[0170] For example, combined Figure 9 The parking expectation is maximized when the distance between the left side of the vehicle and the P side of the target parking space is equal to the distance between the right side of the vehicle and the Q side of the target parking space.

[0171] Thus, when there are multiple circular arc trajectories that satisfy the first collision constraint, this application increases the safety redundancy during the parking process by selecting the target circular arc trajectory that is equidistant from the left and right sides of the target parking space.

[0172] As described in S202 above, the first trajectory includes the fourth trajectory. Further, the straight-line trajectory between the intersection of the circular trajectory and the midline of the target parking space and the parking termination point in the target parking space can be used as the fourth trajectory.

[0173] For example, such as Figure 9As shown, point O is the center point of the parking circle, R is the parking radius, circle S is the circle corresponding to the arc trajectory, and the intersection point T of circle S and the center line K of the target parking space to the parking termination point U in the target parking space is a straight line trajectory.

[0174] Therefore, after the vehicle has rotated in place, this application also needs to determine whether the vehicle will collide with the left and right sides of the target parking space during the process of driving from the end point of rotation into the target parking space, so as to improve parking safety.

[0175] As described in S202 above, the second trajectory includes a rotation start point and a rotation end point, such as Figure 10 As shown, the method for determining the starting point and ending point of rotation can include the following steps:

[0176] S1001. Based on the rotation radius of the vehicle around its rotation center point, the spatial information of the parking space, and the second collision constraint, determine the rotation starting area of ​​the vehicle's rotation center point.

[0177] The second collision constraint condition is used to prevent the vehicle from colliding with the edge of the parking space during its rotation around the vehicle's center of rotation.

[0178] In some embodiments, taking the center of rotation of the vehicle as the center of mass as an example, the radius of rotation of the vehicle around the center of rotation of the vehicle refers to the line connecting the center point of the vehicle's wheelbase and the edge of the vehicle body at the farthest distance.

[0179] For example, combined Figure 1 ,like Figure 11 As shown, taking the four vertices A, B, C, and D of the vehicle's edge as an example, the radius of rotation of the vehicle around its center of mass can be the distance between the center point O of the wheelbase and the point furthest from the four vertices A, B, C, and D, for example, from point O to point A.

[0180] In some embodiments, the spatial information of the parking access space includes the area location information of the target parking space, the area location information of the parking access space, and the location information of obstacles in the parking access space.

[0181] Parking access space refers to the area used to provide space for vehicles to adjust their orientation.

[0182] Optionally, the space within a preset distance range around the target parking space can be scanned to obtain spatial information about the parking space.

[0183] In some embodiments, spatial information within a preset distance range can be obtained through visual sensors or radar.

[0184] The preset radius can be a manually set value that can be flexibly adjusted according to the actual scenario. For example, the preset distance can be 15 meters to the left and right of the target parking space in the width direction, and 20 meters in front of the target parking space in the length direction.

[0185] For example, such as Figure 12 As shown, radar can detect a 15-meter radius to the left and right of the target parking space in the width direction, and a 20-meter radius in front of the target parking space in the length direction, to obtain spatial information. Specifically, Area 1 is the area of ​​the target parking space, used to obtain information on obstacles within the space; Area 2 is the 15-meter area to the left of the target parking space; Area 3 is the 15-meter area to the right of the target parking space, used to obtain information on obstacles on the same side of the target parking space; Area 4 is the area between the target parking space and the opposite parking space, used to obtain information on obstacles in the parking space; and Area 5 is the 20-meter area of ​​multiple parking spaces opposite the target parking space, used to obtain information on obstacles on the opposite side.

[0186] Furthermore, after obtaining the spatial information within the aforementioned preset distance range, each area can be analyzed to determine the obstacle information within each area, and finally, the parking space can be determined.

[0187] For example, combined Figure 12 The area to the right of the Z-line in both Zone 1 and Zone 4 can be designated as parking space, such as... Figure 13 As shown, the determined parking space includes obstacle 1 and obstacle 2.

[0188] In some embodiments, after determining the rotation radius of the vehicle around its rotation center point and the spatial information of the parking space, the rotation starting region of the vehicle's rotation center point where the vehicle begins to rotate along the second trajectory can be determined by combining the second collision constraint conditions.

[0189] It should be noted that the vehicle's rotation center point is located at any point within the rotation starting area during the rotation process, and the vehicle will not collide with the edge of the parking space.

[0190] Optionally, the rotation starting region of the vehicle's rotation center point can be determined as follows: based on the rotation radius of the vehicle's rotation around the vehicle's rotation center point, the spatial information of the parking space, and the second collision constraint conditions, the first rotation boundary, the second rotation boundary, and the third rotation boundary of the rotation starting region are determined; based on the first rotation boundary, the second rotation boundary, the third rotation boundary, and the fourth rotation boundary, the rotation starting region is determined.

[0191] The fourth rotation boundary is a preset boundary.

[0192] Furthermore, the first rotation boundary, the second rotation boundary, and the third rotation boundary can be determined in the following way:

[0193] For the first rotation boundary: the furthest distance from the vehicle's rotation center to the vehicle's edge is used as the rotation radius, and combined with the first side of the parking space, the first rotation boundary is determined. The first side is the side in the parking space that coincides with the side in the width direction of the target parking space.

[0194] For the second rotation boundary: the distance from the vehicle's rotation center to the first vertex of the vehicle's front is used as the rotation radius, and combined with the second side of the parking space, the second rotation boundary is determined. The first vertex is the vertex pointed to by the vehicle's rotation direction among the two vertices of the vehicle's front, and the second side is the side in the parking space opposite to the first side.

[0195] For the third rotation boundary: the distance from the vehicle's rotation center to the first vertex is used as the rotation radius, and combined with the third side of the parking space, the third rotation boundary is determined. The third side is the side in the parking space that coincides with the side along the length direction of the target parking space.

[0196] For example, such as Figure 14 As shown, taking the vehicle's center of rotation as its centroid, with a rotation radius of 3 meters and a parking space width of 7 meters as an example, the farthest distance from the vehicle's center of rotation to the edge of the vehicle is 3 meters, and the distance from the center of rotation to the first apex of the vehicle's front is also 3 meters. Line L1 can be drawn from the lower side of the parking space at a distance of 3 meters, line L2 from the upper side of the parking space at a distance of 3 meters, line L3 from the lower side of the parking space at a distance of 3 meters, and line L4 from the right side of line L3 at a distance of 2 meters. The area enclosed by lines L1, L2, L3, and L4 is then used as the starting area for the rotation of the vehicle's centroid.

[0197] Thus, by using multiple restricted distances as rotation radii, this application determines multiple rotation boundaries for constraining the rotation starting area, ensuring that the vehicle will not collide with the edge of the parking space when it starts rotating from any position in the rotation starting area, thereby improving parking safety.

[0198] Optionally, after determining the rotation starting region, the rotation starting point can be determined based on the rotation starting region.

[0199] For example, determining the rotation starting point based on the rotation starting region may include the following steps:

[0200] S1002. Determine multiple candidate rotation positions from the rotation starting region.

[0201] Among them, a candidate rotation position corresponds to a candidate rotation start point and a candidate rotation end point, and the rotation position is the location of the vehicle's rotation center point.

[0202] In some embodiments, multiple candidate rotation positions can be determined by starting from the left side of the rotation starting region and scattering points at equal intervals.

[0203] Among them, the candidate rotation termination point corresponding to each of the multiple candidate rotation start points is the point after rotating the vehicle by a random angle based on the multiple candidate rotation center points.

[0204] For example, combined Figure 14 ,like Figure 15 As shown, taking an initial rotation area with an X-direction of 0.5 meters and a Y-direction of 0.3 meters as an example, points can be taken at equal intervals along the X and Y directions at 0.1-meter intervals to obtain 15 candidate rotation positions.

[0205] S1003. For each candidate rotation position among multiple candidate rotation positions, determine the vehicle's rotation angle based on the vehicle's pose information and the position of the target parking space.

[0206] In some embodiments, for each candidate rotation position, the rotation angle is the angle between the vehicle's current body orientation and the vehicle's body orientation before rotating around the candidate rotation position, provided that the vehicle rotates from the candidate rotation start point around the candidate rotation position until the rear axle center point of the vehicle is located at the candidate rotation end point corresponding to the candidate rotation start point.

[0207] Optionally, after obtaining the above-mentioned circular arc trajectory, for each candidate rotation position, the vehicle can be controlled to rotate in place around the candidate rotation position to determine the candidate rotation starting point of the vehicle and the intersection point of the vehicle's in-place rotation trajectory and the circular arc trajectory at each candidate rotation position, and the intersection point can be used as the candidate rotation ending point.

[0208] For example, combined Figure 9 and Figure 15 ,like Figure 16 As shown, the vehicle can be controlled to rotate around the candidate rotation position E. The rear axle center point B of the vehicle before the rotation starts is taken as the candidate rotation start point, and the intersection point C of the stationary rotation trajectory and circle S is taken as the candidate rotation end point.

[0209] Furthermore, after determining the candidate rotation start point and candidate rotation end point, the line connecting the candidate rotation position and the candidate rotation start point, and the line connecting the candidate rotation position and the candidate rotation end point, can be used to determine the vehicle's rotation angle.

[0210] For example, such as Figure 16As shown, the angle α between BE and CE can be taken as the rotation angle of the vehicle.

[0211] S1004. Determine the candidate rotation position with the smallest corresponding rotation angle among multiple candidate rotation positions as the rotation position.

[0212] For example, consider three candidate rotation positions (points E, F, and G). The rotation angle corresponding to point E is angle α, the rotation angle corresponding to point F is angle β, and the rotation angle corresponding to point G is angle γ. If angle α is less than angle β, which is less than angle γ, then the candidate rotation position E corresponding to angle α is determined as the rotation position.

[0213] S1005. Determine the candidate rotation start point and candidate rotation end point corresponding to the rotation position as the rotation start point and rotation end point.

[0214] In some embodiments, after determining the rotation position with the minimum rotation angle, the candidate rotation start point and candidate rotation end point corresponding to the rotation position can be determined as the rotation start point and rotation end point.

[0215] For example, point B, the candidate rotation start point corresponding to point E, can be taken as the rotation start point, and point C, the candidate rotation end point corresponding to point E, can be taken as the rotation end point.

[0216] Thus, on the one hand, when determining the starting point of rotation, this application also needs to consider whether the vehicle will collide with the edge of the parking space during the rotation process, thereby further improving parking safety; on the other hand, it also considers whether the rotation angle during the vehicle rotation process is minimal, in order to avoid the vehicle rotation causing significant wear to the vehicle tires.

[0217] Optionally, in response to a parking command, it can also be determined whether the vehicle's center of gravity is located within the rotation initiation area, and whether to control the vehicle to rotate along the second trajectory.

[0218] In one alternative implementation, upon responding to a parking command, if the vehicle's center of mass is located within the rotation initiation area, the motors controlling the wheels on the same side of the vehicle output positive torque, while the motors controlling the wheels on the opposite side output negative torque, thereby driving the vehicle to rotate around the center of mass of the wheels along a second trajectory.

[0219] In another alternative implementation, after responding to a parking command, if the vehicle's center of gravity is not located within the rotation initiation area, the vehicle needs to be driven until its center of gravity is located within the rotation initiation area. Then, the motors of the wheels on the same side of the vehicle are controlled to output positive torque, while the motors of the wheels on the opposite side output negative torque, so as to drive the vehicle to rotate around the center of gravity of the wheels along a second trajectory.

[0220] As described in S202 above, the first trajectory also includes a third trajectory, which is the trajectory of the vehicle traveling from its current position to the starting point of rotation.

[0221] In some embodiments, after determining the rotation start point, a third trajectory can be determined based on the vehicle's current position, the rotation start point, and the spatial information of the parking space.

[0222] Optionally, a trajectory planning algorithm can be used to determine the starting point and ending point of rotation by combining the vehicle's current position, the starting point of rotation, and the spatial information of the parking space.

[0223] Trajectory planning algorithms can include geometric algorithms, Reeds-Shepp (RS) curve algorithms, hybrid A* algorithms, etc.

[0224] For example, consider a trajectory planning algorithm that includes a hybrid A* algorithm. The current position, the starting point of rotation, and the spatial information of the parking space can be input into the hybrid A* algorithm to obtain the vehicle's trajectory from the current position to the starting point of rotation, i.e., the third trajectory. The vehicle will not collide with obstacles in the parking space while traveling along this third trajectory.

[0225] Therefore, in the process of planning the vehicle to move from its current position to the starting point of rotation, this application also needs to consider whether the vehicle will collide with obstacles in the parking space, thereby improving parking safety.

[0226] In some embodiments, after determining the third trajectory, the vehicle can be controlled to travel along the third trajectory until the center point of the vehicle's rear axle is located at the starting point of rotation.

[0227] For example, combined Figure 13 ,like Figure 17 As shown, it can be controlled so that all four motors of the vehicle output positive torque to drive the rear axle center point A of the vehicle to the starting point of rotation B.

[0228] Thus, before starting to drive the vehicle to rotate, this application drives the vehicle to the starting point of rotation to ensure that the vehicle's center of gravity is located in the starting area of ​​rotation.

[0229] Optionally, if human intervention is detected after responding to a parking command, the automatic parking function is deactivated.

[0230] For example, human operation may include manually controlling the steering wheel, manually pressing the accelerator pedal, manually pressing the brake pedal, etc.

[0231] Thus, this application improves parking safety by detecting whether there is human intervention and disconnecting the automatic parking process.

[0232] The complete flow of the parking control method provided in the embodiments of this application is described below by way of example.

[0233] For example, let's take the center of rotation as the centroid. Figure 18 As shown, the complete flow of the parking control method provided in this application embodiment may include the following S1801 to S1813:

[0234] S1801: Receive user clicks on the automatic parking interface.

[0235] S1802. In response to the click operation, check whether the doors, front and rear hoods are closed, and whether the sensors and systems are functioning properly. If yes, proceed to S1803; otherwise, proceed to S1813.

[0236] S1803: Obtain environmental information around the vehicle through sensors.

[0237] S1804. Determine the target parking space based on the surrounding environment information of the target parking space.

[0238] S1805. Determine if the target parking space meets the requirements for a four-motor parking scenario. If yes, proceed to S1806; otherwise, proceed to S1813.

[0239] S1806. Determine if the target parking space is a perpendicular parking space. If yes, proceed to S1807; otherwise, proceed to S1813.

[0240] S1807. Based on the vehicle's current position, rotation start point, and spatial information of the parking space, determine the third trajectory.

[0241] S1808, Drive the vehicle along the third trajectory until the center of the vehicle's rear axle is at the starting point of rotation.

[0242] S1809. Based on the rotation radius around the vehicle's center of mass, the spatial information of the parking space, the second collision constraint, and the vehicle's rotation angle, determine the second trajectory.

[0243] S1810, Drive the vehicle to rotate around the vehicle's center of mass along the second trajectory until the center of the vehicle's rear axle is located at the end of the rotation.

[0244] S1811. Based on the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle of the vehicle, and the first collision constraint, determine the target arc trajectory and the fourth trajectory.

[0245] S1812. Drive the vehicle along the target arc trajectory and the fourth trajectory, and drive into or out of the target parking space from the rotation termination point.

[0246] S1813, End.

[0247] Thus, by installing a separate drive motor for each wheel inside the vehicle, the wheels on both sides are driven to rotate in opposite directions, allowing the vehicle to rotate around its center of gravity in place to adjust the vehicle's orientation. This reduces the space required to adjust the vehicle's orientation, thereby reducing the difficulty of parking in situations with limited parking space.

[0248] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the parking control device or electronic device includes corresponding hardware structures and / or software modules for performing each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0249] This application embodiment can, according to the above method, exemplarily divide a parking control device or electronic device into functional modules. For example, the parking control device or electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0250] Figure 19 This is a structural diagram of a parking control device provided in an embodiment of this application. The parking control device 1900 includes a receiving unit 1901 and a control unit 1902.

[0251] The receiving unit 1901 is used to receive parking instructions. The control unit 1902 is used to control the vehicle to enter or exit the target parking space along a first trajectory in response to the parking instruction. The first trajectory includes at least a second trajectory and a target arc-shaped trajectory; the second trajectory is a rotational trajectory that controls the vehicle to rotate around its rotation center point; the target arc-shaped trajectory is a trajectory that satisfies a first collision constraint condition, which prevents the vehicle from colliding with either side of the target parking space along its length while traveling along the target arc-shaped trajectory; the second trajectory connects with the target arc-shaped trajectory.

[0252] In some embodiments, the first collision constraint condition includes a first constraint sub-condition and a second constraint sub-condition. The first constraint sub-condition is used to constrain the vehicle from colliding with one side of the target parking space along the length direction while traveling along the target arc trajectory, and the second constraint sub-condition is used to constrain the vehicle from colliding with the other side of the target parking space along the length direction while traveling along the target arc trajectory.

[0253] In some embodiments, the parking control device 1900 provided in this application further includes a processing unit. When the arcuate trajectory satisfying the first collision constraint condition is a plurality of circular arc trajectories, the processing unit is configured to determine a plurality of candidate circular arc trajectories satisfying the first constraint sub-condition, and to determine a plurality of circular arc trajectories satisfying the second constraint sub-condition from the plurality of candidate circular arc trajectories.

[0254] In some embodiments, the processing unit is specifically configured to: determine the maximum parking radius based on the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle, and a first constraint sub-condition; determine multiple candidate parking radii based on the maximum parking radius and the minimum parking radius of the vehicle; and determine multiple candidate circular arc trajectories based on the multiple candidate parking radii and the center point of each candidate circle. The maximum parking radius is the farthest distance from the center point of the rear axle of the vehicle to the center point of the circular arc trajectory when the vehicle travels along the circular arc trajectory.

[0255] In some embodiments, the processing unit is specifically configured to: for each candidate parking radius, determine multiple parking radii with a maximum parking depth from among the multiple candidate parking radii, based on the candidate parking radius, the width of the target parking space, the width of the vehicle, and the second constraint sub-condition; determine multiple center points for each parking radius and the maximum parking depth corresponding to each parking radius, with one center point for each parking radius; and determine multiple circular arc trajectories based on each parking radius and the center point corresponding to each parking radius. The maximum parking depth is the farthest vertical distance from the rear axle center point of the vehicle to the entrance edge of the target parking space in the width direction when the vehicle finishes traveling along the circular arc trajectory.

[0256] In some embodiments, when there are multiple arcuate trajectories satisfying the first collision constraint, the target arcuate trajectory is the trajectory with the highest parking expectation value among the multiple arcuate trajectories. The parking expectation value is determined based on a first distance between the first side of the vehicle and the first side of the target parking space, and a second distance between the second side of the vehicle and the second side of the target parking space, during the vehicle's travel along the target arcuate trajectory; the magnitudes of the first and second distances are positively correlated with the magnitude of the parking expectation value. The first side of the vehicle is one side along the vehicle's length direction, the second side of the vehicle is the opposite side of the first side of the vehicle, the first side of the target parking space is the side of the target parking space that is closer to the first side of the vehicle along its length direction, and the second side of the target parking space is the opposite side of the target parking space.

[0257] In some embodiments, when controlling the vehicle to enter the target parking space along the first trajectory, the second trajectory includes a rotation starting point. The processing unit is configured to: determine the rotation starting region of the vehicle's rotation center point based on the rotation radius of the vehicle's rotation around the vehicle's rotation center point, the spatial information of the parking space, and a second collision constraint condition; and determine the rotation starting point based on the rotation starting region. The second collision constraint condition is used to constrain the vehicle from colliding with the edge of the parking space during its rotation around the vehicle's rotation center point, and the rotation starting point is the position of the rear axle center point of the vehicle.

[0258] In some embodiments, the processing unit is specifically configured to: determine a first rotation boundary, a second rotation boundary, and a third rotation boundary of the rotation starting region based on the rotation radius of the vehicle around its rotation center point, spatial information of the parking space, and a second collision constraint condition; and determine the rotation starting region based on the first rotation boundary, the second rotation boundary, the third rotation boundary, and a fourth rotation boundary of the rotation starting region. The fourth rotation boundary is a preset boundary.

[0259] In some embodiments, the processing unit is specifically configured to: use the farthest distance from the vehicle's rotation center to the vehicle's edge as the rotation radius, and combine it with a first side of the parking space to determine a first rotation boundary, wherein the first side is the side in the parking space that coincides with the side in the width direction of the target parking space; use the distance from the vehicle's rotation center to a first vertex of the vehicle's front as the rotation radius, and combine it with a second side of the parking space to determine a second rotation boundary, wherein the first vertex is the vertex of the two vertices of the vehicle's front that the vehicle's rotation direction points to, and the second side is the side in the parking space opposite to the first side; use the distance from the vehicle's rotation center to the first vertex as the rotation radius, and combine it with a third side of the parking space to determine a third rotation boundary, wherein the third side is the side in the parking space that coincides with the side in the length direction of the target parking space.

[0260] In some embodiments, the processing unit is specifically configured to: determine multiple candidate rotation positions from the rotation initiation region, each candidate rotation position corresponding to a candidate rotation start point and a candidate rotation end point; for each candidate rotation position, determine the vehicle's rotation angle based on the vehicle's pose information and the position of the target parking space; determine the candidate rotation position with the smallest corresponding rotation angle among the multiple candidate rotation positions as the rotation position; and determine the candidate rotation start point and candidate rotation end point corresponding to the rotation position as the rotation start point and rotation end point. Here, the rotation position is the location of the vehicle's rotation center point, and the rotation end point is the location of the vehicle's rear axle center point after the vehicle has rotated around the rotation position.

[0261] In some embodiments, for each candidate rotation position, the rotation angle is the angle between the vehicle's current body orientation and the vehicle's body orientation before rotating around the candidate rotation position, provided that the vehicle rotates from the candidate rotation start point around the candidate rotation position until the rear axle center point of the vehicle is located at the candidate rotation end point corresponding to the candidate rotation start point.

[0262] In some embodiments, the connection between the termination point of the second trajectory and the starting point of the target circular arc trajectory includes: the second trajectory and the target circular arc trajectory being connected at the rotation termination point.

[0263] In some embodiments, the first trajectory further includes a third trajectory, which is the trajectory of the vehicle traveling from its current position to the starting point of rotation, and the third trajectory connects with the first trajectory at the starting point of rotation.

[0264] In some embodiments, while controlling the vehicle to travel along a third trajectory, the vehicle does not collide with obstacles in the parking space.

[0265] In some embodiments, when controlling the vehicle to drive into the target parking space along the first trajectory, the first trajectory further includes a fourth trajectory, which is a straight trajectory for the vehicle to drive into the target parking space after the vehicle has finished driving along the target arc trajectory, and the starting point of the fourth trajectory is connected to the ending point of the target arc trajectory.

[0266] In some embodiments, the rotation center point of the vehicle includes any one of the following: wheel, corner point, axle center point, or center of mass.

[0267] In some embodiments, parking access is not available outside the straight line containing either side of the target parking space along its length, and the parking entry or exit edge of the target parking space is the edge along the width direction of the target parking space.

[0268] In the parking control device provided in this application embodiment, since the vehicle cannot be parked in a conventional manner when the parking space is small, this application can control the vehicle to drive into the target parking space along a first trajectory including a second trajectory and an arc trajectory. Since the second trajectory is a rotation trajectory of the vehicle around its rotation center point, the vehicle can adjust its orientation by rotating itself, without having to move the vehicle back and forth multiple times to adjust its orientation. Furthermore, since the arc trajectory follows the first collision constraint condition, it can ensure that the vehicle will not collide with the two sides of the target parking space along its length during parking, thus achieving the purpose of automatically parking or exiting the target parking space. This not only reduces the space required to adjust the vehicle's orientation but also reduces the difficulty of parking in small parking space scenarios.

[0269] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0270] Figure 20 This is a structural diagram of an electronic device provided in an embodiment of this application. Figure 20 As shown, the electronic device 2000 includes, but is not limited to, a processor 2001 and a memory 2002.

[0271] The aforementioned memory 2002 is used to store the executable instructions of the aforementioned processor 2001. It is understood that the aforementioned processor 2001 is configured to execute instructions to implement the parking control method in the above embodiments.

[0272] It should be noted that those skilled in the art will understand that Figure 20 The electronic device structure shown does not constitute a limitation on the electronic device; the electronic device may include, but is not limited to, other electronic devices. Figure 20 This may indicate more or fewer components, or a combination of certain components, or a different arrangement of components.

[0273] Processor 2001 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 2002, and by calling data stored in memory 2002, it performs various functions and processes data, thereby providing overall monitoring of the electronic device. Processor 2001 may include one or more processing units. Optionally, processor 2001 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 2001.

[0274] The memory 2002 can be used to store software programs and various data. The memory 2002 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 2002 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0275] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 2002 including instructions, which can be executed by a processor 2001 of an electronic device 2000 to implement the parking control method in the above embodiments.

[0276] In actual implementation, Figure 19 The steps performed by the receiving unit 1901 and the control unit 1902 can all be performed by... Figure 20 The processor 2001 calls the computer program stored in the memory 2002 to implement the process. The specific execution process can be found in the description of the method section in the previous embodiment, and will not be repeated here.

[0277] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0278] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 2001 of an electronic device to complete the parking control method in the above embodiments.

[0279] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0280] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0281] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0282] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the classified units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0283] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0284] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, essentially, or the part that contributes to the prior art, or a complete or partial classification of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0285] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A parking control method, characterized in that, The method includes: In response to a parking command, control the vehicle to enter or exit the target parking space along a first trajectory; The first trajectory includes at least a second trajectory and a target arc trajectory; the second trajectory is a rotational trajectory that controls the vehicle to rotate around the vehicle's rotation center point; the target arc trajectory is a trajectory that satisfies a first collision constraint condition, which is used to constrain the vehicle from colliding with the two sides of the target parking space along the length direction during its travel along the target arc trajectory; the second trajectory is connected to the target arc trajectory.

2. The method according to claim 1, characterized in that, The first collision constraint condition includes a first constraint sub-condition and a second constraint sub-condition. The first constraint sub-condition is used to constrain the vehicle from colliding with one side of the target parking space along the length direction while traveling along the target arc trajectory. The second constraint sub-condition is used to constrain the vehicle from colliding with the other side of the target parking space along the length direction while traveling along the target arc trajectory.

3. The method according to claim 2, characterized in that, When the arc-shaped trajectory satisfying the first collision constraint condition is multiple circular arc trajectories, the multiple circular arc trajectories are confirmed in the following way: Determine multiple candidate circular arc trajectories that satisfy the first constraint sub-condition; From the plurality of candidate circular arc trajectories, determine the plurality of circular arc trajectories that satisfy the second constraint sub-condition.

4. The method according to claim 3, characterized in that, The determination of multiple candidate circular arc trajectories that satisfy the first constraint sub-condition includes: Based on the width of the target parking space, the width of the vehicle, the vertical distance from the rear of the vehicle to the center point of the rear axle of the vehicle, and the first constraint sub-condition, the maximum parking radius is determined. The maximum parking radius is the farthest distance from the center point of the rear axle of the vehicle to the center of the circular arc when the vehicle is traveling along the circular arc trajectory. The plurality of candidate parking radii are determined based on the maximum parking radius and the minimum parking radius of the vehicle; The multiple candidate parking radii and the candidate circle center corresponding to each candidate parking radius are used to determine the multiple candidate circular arc trajectories.

5. The method according to claim 4, characterized in that, Determining the plurality of circular arc trajectories that satisfy the second constraint sub-condition from the plurality of candidate circular arc trajectories includes: For each candidate parking radius, based on the candidate parking radius, the width of the target parking space, the width of the vehicle, and the second constraint sub-condition, a plurality of parking radii with a maximum parking depth are determined from the plurality of candidate parking radii. The maximum parking depth is the farthest vertical distance from the rear axle center point of the vehicle to the entrance edge of the target parking space in the width direction when the vehicle finishes traveling along the arc trajectory. Based on each of the multiple parking radii and the maximum parking depth corresponding to each parking radius, multiple center points are determined, with one center point corresponding to one parking radius; The plurality of circular arc trajectories are determined based on each parking radius and the center of the circle corresponding to each parking radius.

6. The method according to any one of claims 1 to 5, characterized in that, When there are multiple arc-shaped trajectories that satisfy the first collision constraint condition, the target arc-shaped trajectory is the trajectory with the highest parking expectation value among the multiple arc-shaped trajectories; the parking expectation value is determined based on the first distance between the first side of the vehicle and the first side of the target parking space, and the second distance between the second side of the vehicle and the second side of the target parking space, during the vehicle's travel along the target arc-shaped trajectory; the magnitudes of the first distance and the second distance are positively correlated with the magnitude of the parking expectation value; Wherein, the first side of the vehicle is one side along the length of the vehicle, the second side of the vehicle is the other side opposite to the first side of the vehicle, the first side of the target parking space is the side of the two sides along the length of the target parking space that is closer to the first side of the vehicle, and the second side of the target parking space is the other side of the two sides of the target parking space.

7. The method according to claim 1, characterized in that, When controlling the vehicle to enter the target parking space along the first trajectory, the second trajectory includes a rotation start point, which is determined by the following method: Based on the rotation radius of the vehicle around its rotation center point, the spatial information of the parking space, and the second collision constraint conditions, the rotation starting area of ​​the vehicle's rotation center point is determined. Based on the rotation starting region, the rotation starting point is determined; The second collision constraint condition is used to prevent the vehicle from colliding with the edge of the parking space during its rotation around the vehicle's rotation center point, where the rotation starting point is the position of the rear axle center point of the vehicle.

8. The method according to claim 7, characterized in that, The determination of the rotation starting region of the vehicle's rotation center point based on the rotation radius of the vehicle around its rotation center point, the spatial information of the parking space, and the second collision constraint conditions includes: Based on the rotation radius of the vehicle around its rotation center point, the spatial information of the parking space, and the second collision constraint conditions, the first rotation boundary, the second rotation boundary, and the third rotation boundary of the rotation starting area are determined. Based on the first rotation boundary, the second rotation boundary, the third rotation boundary, and the fourth rotation boundary, the rotation starting region is determined, and the fourth rotation boundary is a preset boundary.

9. The method according to claim 8, characterized in that, The determination of the first rotation boundary, second rotation boundary, and third rotation boundary of the rotation starting region based on the rotation radius of the vehicle around its rotation center point, the spatial information of the parking space, and the second collision constraint conditions includes: The rotation radius is defined by taking the farthest distance from the rotation center of the vehicle to the edge of the vehicle, and by combining this distance with the first side of the parking space. The first side is the side of the parking space that coincides with the side of the target parking space in the width direction. The distance from the rotation center of the vehicle to the first vertex of the vehicle's front is taken as the rotation radius. Combined with the second side of the parking space, the second rotation boundary is determined. The first vertex is the vertex that the vehicle's rotation direction points to among the two vertices of the vehicle's front. The second side is the side in the parking space opposite to the first side. The distance from the rotation center of the vehicle to the first vertex is taken as the rotation radius, and the third rotation boundary is determined by combining the third side of the parking space. The third side is the side in the parking space that coincides with the side in the length direction of the target parking space.

10. The method according to any one of claims 7 to 9, characterized in that, Determining the rotation starting point based on the rotation starting region includes: From the rotation starting region, multiple candidate rotation positions are determined, and each candidate rotation position corresponds to a candidate rotation starting point and a candidate rotation ending point; For each of the plurality of candidate rotation positions, the rotation angle of the vehicle is determined based on the vehicle's pose information and the position of the target parking space. The candidate rotation position with the smallest corresponding rotation angle among the multiple candidate rotation positions is determined as the rotation position; The candidate rotation start point and candidate rotation end point corresponding to the rotation position are determined as the rotation start point and rotation end point; Wherein, the rotation position is the location of the vehicle's rotation center point, and the rotation termination point is the location of the vehicle's rear axle center point after the vehicle has finished rotating around the rotation position.

11. The method according to claim 10, characterized in that, For each candidate rotation position, the rotation angle is the angle between the current vehicle orientation and the vehicle orientation before rotating around the candidate rotation position, provided that the vehicle rotates from the candidate rotation starting point around the candidate rotation position until the rear axle center point of the vehicle is located at the candidate rotation ending point corresponding to the candidate rotation starting point.

12. The method according to any one of claims 8 to 11, characterized in that, The termination point of the second trajectory connects with the starting point of the target circular arc trajectory, including: The second trajectory connects with the target circular arc trajectory at the rotation termination point.

13. The method according to any one of claims 7 to 12, characterized in that, The first trajectory also includes a third trajectory, which is the trajectory of the vehicle traveling from its current position to the rotation starting point, and the third trajectory connects with the first trajectory at the rotation starting point.

14. The method according to claim 13, characterized in that, During the process of controlling the vehicle to travel along the third trajectory, the vehicle does not collide with obstacles in the parking space.

15. The method according to claim 1, characterized in that, When controlling the vehicle to drive into the target parking space along the first trajectory, the first trajectory also includes a fourth trajectory, which is a straight trajectory for the vehicle to drive into the target parking space after the vehicle has finished driving along the target arc trajectory, and the starting point of the fourth trajectory is connected to the ending point of the target arc trajectory.

16. The method according to claim 1, characterized in that, The rotation center point of the vehicle includes any one of the following: wheel, corner point, axle center point, or center of mass.

17. The method according to claim 1, characterized in that, Parking access is not available outside the straight line containing either side of the target parking space along its length, and the side where the target parking space enters or exits is the side along its width.

18. An electronic device, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the method as described in any one of claims 1 to 17.

19. A vehicle, characterized in that, include: At least two motors, and the electronic device as described in claim 18; The first motor of the at least two motors is used to drive the wheels of the front axle of the vehicle, and the second motor of the at least two motors is used to drive the wheels of the rear axle of the vehicle.

20. A computer-readable storage medium storing instructions, characterized in that, When the computer executes the instruction, the computer performs the method described in any one of claims 1 to 17.

21. A computer program product, the computer program product comprising instructions, characterized in that, When the instructions are executed on a computer, the computer performs the method as described in any one of claims 1 to 17.

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