Parking control method and vehicle

Abstract

The application provides a parking control method and a vehicle, and relates to the technical field of intelligent driving. The method comprises the following steps: when it is detected that the vehicle meets an auxiliary parking condition, determining a target body roll angle of the vehicle according to a target steering angle and a maximum steering angle of the vehicle, the target steering angle being a steering angle required for the vehicle to move to a target parking space; determining a suspension height difference of the vehicle according to the target body roll angle and a wheel track of the vehicle, the suspension height difference being a difference between a height of a first suspension and a height of a second suspension of the vehicle, the first suspension being a suspension located on a side of the vehicle close to the target parking space, and the second suspension being a suspension located on a side of the vehicle away from the target parking space; adjusting the suspension heights of the first suspension and the second suspension respectively according to the suspension height difference, and controlling the vehicle to park in the target parking space.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to a parking control method and vehicle. Background Technology

[0002] Vehicles equipped with Automatic Parking Assist (APA) systems can have a parking path planned by the system to ensure successful parking. However, when facing parking spaces with limited width, the vehicle's minimum physical turning radius restricts its maneuverability in extremely tight spaces. When the theoretical turning radius required for the parking path planning is smaller than the vehicle's minimum physical turning radius, the system often has to approach the target position by repeatedly maneuvering forward and backward. This requires the vehicle to adjust its posture little by little by reversing and moving forward during the parking process, which is too time-consuming and may result in parking failure due to insufficient space or even vehicle collisions. Summary of the Invention

[0003] In view of the above problems, this application provides a parking control method and vehicle that overcomes or at least partially solves the above problems, and the technical solution is as follows: A parking control method, the method comprising: When the vehicle is detected to meet the assisted parking conditions, the target body roll angle of the vehicle is determined based on the target steering angle and the maximum steering angle of the vehicle. The target steering angle is the steering angle required for the vehicle to move to the target parking space. Based on the target vehicle body roll angle and the vehicle's track width, the suspension height difference of the vehicle is determined. The suspension height difference is the difference between the height of the first suspension and the height of the second suspension of the vehicle. The first suspension is the suspension located on the side of the vehicle closer to the target parking space, and the second suspension is the suspension located on the side of the vehicle farther from the target parking space. Based on the suspension height difference, the suspension heights of the first suspension and the second suspension are adjusted respectively, and the vehicle is controlled to park in the target parking space.

[0004] In this scheme, by coordinating the control of the vehicle suspension and adjusting the height of the suspension on both sides of the vehicle, a certain roll angle is formed in the body. The change in wheel steering parameters caused by this roll angle gives the wheels additional steering space, so that the wheels can obtain a larger actual steering angle than the original maximum steering angle and achieve a smaller turning radius than the specified minimum turning radius. This ensures successful parking even in narrow environments and effectively improves the success rate of parking in narrow parking spaces.

[0005] Optionally, before determining the target body roll angle of the vehicle based on the target steering angle and the maximum steering angle of the vehicle when the vehicle is detected to meet the assisted parking conditions, the method further includes: The vehicle's driving status, the parking space width margin of the target parking space, the target steering angle of the vehicle at its current position, and the vehicle's current speed are obtained. When it is detected that the driving state is a parking state, the parking space width margin is less than a preset width threshold, the ratio between the target steering angle and the maximum steering angle is greater than the steering angle requirement coefficient, and the current vehicle speed is less than a preset vehicle speed threshold, it is determined that the vehicle meets the assisted parking conditions.

[0006] In this solution, by monitoring the vehicle's driving status, parking space width margin, current target steering angle, and vehicle speed, the vehicle's suspension height is adjusted in a timely manner. This avoids the vehicle repeatedly moving forward and backward to adjust its posture, thus improving the success rate and smoothness of parking in one go.

[0007] Optionally, determining the target body roll angle of the vehicle based on the target steering angle and the maximum steering angle of the vehicle includes: Based on the target steering angle and the vehicle's maximum steering angle, determine the vehicle's additional steering angle; Based on the pre-stored correspondence between the additional steering angle and the vehicle body roll angle, the target vehicle body roll angle corresponding to the additional steering angle of the vehicle is determined.

[0008] In this solution, due to the hardware design of the vehicle suspension, when the different suspension heights on both sides of the vehicle create a certain roll angle, it can provide the wheels with additional steering space. Therefore, in this solution, we can first determine how much steering space is needed by working backwards, and then determine how much roll angle is required to create such steering space. This allows us to accurately control the degree of vehicle roll and ensure successful parking as much as possible.

[0009] Optionally, determining the suspension height difference of the vehicle based on the target body roll angle and the vehicle's track width includes: When the target body roll angle is detected to be less than or equal to a preset roll angle threshold, the suspension height difference of the vehicle is determined based on the target body roll angle and the wheelbase of the vehicle.

[0010] In this scheme, when calculating the vehicle body roll angle, it is necessary to verify the vehicle body roll angle. In order to ensure the safety and comfort of the vehicle and the driver and passengers, the vehicle body roll angle needs to be ensured to be within a certain range to avoid affecting the experience of the driver and passengers due to excessive roll, or even causing the vehicle to roll over.

[0011] Optionally, adjusting the suspension heights of the first suspension and the second suspension respectively based on the suspension height difference includes: The suspension height adjustment value is determined based on the suspension height difference and the preset adjustment distribution coefficient; The target suspension height corresponding to the first suspension is determined based on the initial suspension height of the first suspension and the suspension height adjustment value. The target suspension height corresponding to the second suspension is determined based on the initial suspension height of the second suspension, the suspension height adjustment value, and the preset adjustment distribution coefficient. Adjust the suspension heights of the first suspension and the second suspension according to the target suspension height.

[0012] In this scheme, since the vehicle needs to roll, the suspension on both sides of the vehicle needs to be adjusted to different degrees. Specifically, the adjustment of the suspension height on both sides can be determined by preset adjustment distribution coefficients. The principle of "mainly compressing the inner side and slightly adjusting the outer side" is adopted to quickly establish the roll angle and reduce the change in the overall vehicle height.

[0013] Optionally, after adjusting the suspension heights of the first suspension and the second suspension according to the suspension height difference, the method further includes: Based on the target steering angle, the maximum steering angle of the vehicle is adjusted so that the adjusted maximum steering angle is greater than or equal to the target steering angle.

[0014] In this solution, after adjusting the suspension height, the vehicle can achieve a greater steering angle than the original mechanical limit. Therefore, it is necessary to adjust the maximum steering angle calibrated in the vehicle control system to a larger value to ensure that the vehicle control system can issue steering commands according to the larger maximum steering angle, thus ensuring successful parking.

[0015] Optionally, after adjusting the suspension heights of the first suspension and the second suspension according to the suspension height difference, the method further includes: The actual body roll angle of the vehicle is obtained in real time; When the actual vehicle body roll angle is detected to be less than the target vehicle body roll angle, the suspension height compensation value of the vehicle is determined based on the difference between the actual vehicle body roll angle and the target vehicle body roll angle. According to the suspension height compensation value, the actual heights of the first suspension and the second suspension are adjusted respectively so that the actual vehicle roll angle reaches the target vehicle roll angle.

[0016] In this solution, during the actual suspension height adjustment process, the actual roll angle of the vehicle may not reach the required roll angle due to uneven vehicle load, uneven road surface, or other external interference. In this case, the suspension height can be further compensated to ensure that the vehicle can reach and maintain a body roll posture that can provide additional steering angle.

[0017] Optionally, after adjusting the suspension heights of the first suspension and the second suspension according to the suspension height difference, the method further includes: When the vehicle is detected to meet the conditions for exiting assisted parking, the heights of both the first and second suspensions are restored to their initial heights.

[0018] In this scheme, when the vehicle meets the conditions for disengaging from assisted parking, it means that the vehicle no longer needs to adjust the suspension height to assist parking. Therefore, the vehicle's suspension height can be restored to avoid prolonged tilting, which could affect the lifespan of the vehicle's hardware and the driver's and passengers' experience.

[0019] Optionally, the assisted parking exit conditions include at least one of the following: The time during which the ratio between the target steering angle and the maximum steering angle is less than the steering angle requirement coefficient reaches a preset duration; The vehicle's speed is greater than the safe parking speed; Receives user control commands for the vehicle; The first suspension and / or the second suspension is faulty.

[0020] The solution outlines several conditions for a vehicle to exit assisted parking, comprehensively evaluating factors such as the parking environment, vehicle safety, and user preferences to determine whether assisted parking should be discontinued, thereby ensuring successful parking and improving user experience.

[0021] A parking control device, the device comprising: The processing module is used to determine the target body roll angle of the vehicle based on the target steering angle and the maximum steering angle of the vehicle when the vehicle is detected to meet the assisted parking conditions. The target steering angle is the steering angle required for the vehicle to move to the target parking space. The processing module is further configured to determine the suspension height difference of the vehicle based on the target vehicle body roll angle and the wheelbase of the vehicle. The suspension height difference is the difference between the height of the first suspension and the height of the second suspension of the vehicle. The first suspension is the suspension located on the side of the vehicle closer to the target parking space, and the second suspension is the suspension located on the side of the vehicle farther from the target parking space. The processing module is also used to adjust the suspension height of the first suspension and the second suspension respectively according to the suspension height difference, and control the vehicle to park in the target parking space.

[0022] A vehicle includes a memory and a processor, wherein the memory stores executable program code, and the processor is configured to call and execute the executable program code to perform any of the optional parking control methods described above.

[0023] A computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the optional parking control methods described above.

[0024] A computer program product, when run on a computer, causes the computer to perform the aforementioned steps to implement any of the optional parking control methods described above.

[0025] By means of the above technical solution, the parking control method and vehicle provided in this application, when the vehicle is detected to meet the assisted parking conditions, determine the target body roll angle of the vehicle based on the target steering angle and the maximum steering angle of the vehicle. The target steering angle is the steering angle required for the vehicle to move to the target parking space. Based on the target body roll angle and the wheelbase of the vehicle, determine the suspension height difference of the vehicle. The suspension height difference is the difference between the height of the first suspension and the height of the second suspension of the vehicle. The first suspension is the suspension located on the side of the vehicle closer to the target parking space, and the second suspension is the suspension located on the side of the vehicle farther from the target parking space. Based on the suspension height difference, adjust the suspension height of the first suspension and the second suspension respectively, and control the vehicle to park towards the target parking space. By coordinating the control of the vehicle suspension and adjusting the height of the suspension on both sides of the vehicle, a certain roll angle is formed in the body. The change in wheel steering parameters caused by this roll angle gives the wheels additional steering space, so that the wheels can obtain a larger actual steering angle than the original maximum steering angle and achieve a smaller turning radius than the specified minimum turning radius. This ensures successful parking even in narrow environments and effectively improves the success rate of parking in narrow parking spaces.

[0026] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0027] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 One of the flowcharts of the parking control method provided in this application is shown; Figure 2 A second schematic flowchart of the parking control method provided in this application is shown. Figure 3 The third schematic flowchart of the parking control method provided in this application is shown; Figure 4 The fourth schematic flowchart of the parking control method provided in this application is shown. Figure 5 The fifth schematic flowchart of the parking control method provided in this application embodiment is shown; Figure 6 The sixth schematic flowchart of the parking control method provided in this application is shown; Figure 7 The seventh flowchart of the parking control method provided in this application is shown; Figure 8 The eighth schematic flowchart of the parking control method provided in this application embodiment is shown; Figure 9 This paper shows a schematic diagram of the structure of a parking control device provided in an embodiment of the present application; Figure 10 A schematic diagram of the structure of a vehicle provided in an embodiment of this application is shown. Detailed Implementation

[0028] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0029] Vehicles equipped with APA systems can have a parking path planned by the system to ensure successful parking. However, when facing parking spaces with limited width, the vehicle's minimum physical turning radius restricts its maneuverability in extremely tight spaces. When the theoretical turning radius required for the parking path planning is smaller than the vehicle's minimum physical turning radius, the system often has to approach the target position by repeatedly maneuvering forward and backward. This requires the vehicle to adjust its posture little by little by reversing and moving forward during the parking process, which is too time-consuming and may result in parking failure due to insufficient space or even vehicle collisions.

[0030] It should be noted that the minimum turning radius (R_min) of a vehicle is mainly determined by the wheelbase (L) and the maximum steering angle (δ_max), with an approximate relationship of R_min ≈ L / sin(δ_max). A shorter wheelbase results in a smaller turning radius and more agile vehicle. Conversely, a larger steering angle leads to a smaller turning radius, but excessively large steering angles can accelerate tire wear and potentially affect the lifespan of the steering system. This is a fixed mechanical geometric limit; that is, when a vehicle needs to turn, the minimum turning radius will remain at R_min and will not be smaller. Existing APA systems perform trajectory planning and tracking within this fixed limit and cannot meet the aforementioned physical limit.

[0031] To address the challenge of insufficient turning space during automatic parking in narrow spaces, this application proposes a method that, during narrow parking control, coordinates the active suspension system to rapidly compress the steering-side suspension while maintaining or slightly raising the opposite-side suspension. This generates a small, controllable roll angle towards the center of the curve. By utilizing the changes in wheel alignment parameters (primarily the roll steering effect) caused by this roll posture, the wheels are physically allowed to achieve an actual steering angle larger than the calibrated maximum steering angle, thereby achieving an effective steering capability smaller than the calibrated minimum turning radius.

[0032] In some embodiments, the vehicle can communicate with the server. The vehicle may communicate with the server via a Local Area Network (LAN) or a Wireless Local Area Network (WLAN). The server may be a server providing various services, a server cluster, or multiple server clusters, and may include one or more types of servers.

[0033] Furthermore, the parking control method provided in this application embodiment can be executed by a parking control device, which can be either hardware or software. When the parking control device is hardware, it can be any vehicle with parking control functions, including but not limited to automobiles, buses, trains, and engineering vehicles. When the parking control device is software, it can be installed in the on-board system of the vehicles listed above. It can be implemented as multiple software programs or software modules, or as a single software program or software module, and can be executed by a parking control unit (ECU) or other control units independent of the parking control unit. No specific limitations are made here.

[0034] This application provides a parking control method, such as Figure 1 As shown, Figure 1 This is a schematic flowchart illustrating a parking control method provided in an embodiment of this application. The method includes: 101. When the vehicle is detected to meet the assisted parking conditions, determine the target body roll angle of the vehicle based on the target steering angle and the vehicle's maximum steering angle.

[0035] In this embodiment of the application, during the parking process, it is necessary to monitor the changes in the vehicle's state. If the vehicle is detected to meet the assisted parking conditions at a certain moment, it means that the vehicle itself is unable to park successfully or parking is difficult, and assisted parking is required. At this time, the target steering angle of the vehicle can be obtained. The target steering angle is the steering angle required for the vehicle to move to the target parking space. In other words, in order for the current vehicle to be able to park to the target parking space, the steering angle of the wheels must at least maintain the target steering angle.

[0036] Since the vehicle currently requires assisted parking, it means that the current target steering angle is a value that the vehicle cannot reach on its own. Due to hardware limitations, the vehicle can only reach its maximum steering angle. Therefore, after obtaining the target steering angle, it can be compared with the vehicle's maximum steering angle. This can be understood as the vehicle needing to maintain the target steering angle to successfully park, but the vehicle's hardware limitations mean that it can only maintain the maximum steering angle for parking. Therefore, it is necessary to use tilting to assist parking.

[0037] It's important to note that vehicle bodies exhibit roll steer. This means that when a vehicle leans towards the apex of a curve, due to suspension geometry (primarily kingpin inclination and caster angles), the wheels experience an additional toe-in angle change as the suspension bounces. By adjusting the suspension height, the vehicle tilts to one side, thus adding an additional steering angle in the same direction. Physically, this allows the steering wheels to achieve an actual steering angle larger than the nominal maximum steering angle, resulting in an effective steering capability smaller than the nominal minimum turning radius. Therefore, vehicle roll can compensate for the difference between the target steering angle and the vehicle's maximum steering angle. This requires determining the target roll angle based on the target and maximum steering angles. This target roll angle is the roll angle required to allow the vehicle's actual steering angle to exceed the maximum steering angle limit and reach the target steering angle. In other words, the vehicle body needs to be adjusted to the posture corresponding to the target roll angle.

[0038] It's important to note that most vehicles currently use a configuration where the front wheels are the driving wheels and the rear wheels are the driven wheels. When the user turns the steering wheel or the vehicle system issues a steering command, only the front wheels change direction, thus steering the entire vehicle. However, some vehicles employ coordinated front and rear wheel steering. This means that when steering is required, both the front and rear wheels change angle, effectively adding rear-wheel steering capability to the front-wheel steering, resulting in greater turning range and a smaller turning radius. The roll steering effect is achieved by adjusting the height of the suspension on both sides of the vehicle, causing a certain degree of body roll, which in turn generates an additional steering angle from the rear wheels. In this application, the additional steering angle generated by the rear wheels allows the vehicle's maximum steering angle to reach the target steering angle.

[0039] 102. Determine the suspension height difference of the vehicle based on the target body roll angle and the vehicle's track width.

[0040] In this embodiment, the body roll is formed by the height difference between the two sides of the body. The height difference can be generated by raising and compressing the suspensions on both sides of the vehicle. It is conceivable that when the vehicle is driving normally, the suspensions on both sides remain horizontal and at the same height. If a roll angle is required, then at least one side needs to be raised or compressed. For example, one side suspension remains unchanged while the other side suspension is raised or compressed. Of course, both sides can also change simultaneously, with one side suspension raised and the other side suspension compressed, thereby forming a height difference between the two sides of the body, and there will also be a certain roll angle between the two sides and the horizontal line.

[0041] It's important to note that after determining the desired target body roll angle, the suspension height difference can be determined by considering the wheel track width. The wheel track width is an inherent physical parameter of the vehicle, a known fixed value at the time of manufacture. One can imagine the rolled body as a triangle; the height of this triangle is the resulting suspension height difference, the hypotenuse is the wheel track width, and the interior angle corresponding to the height of the triangle is the target body roll angle. Therefore, using geometric formulas, the suspension height difference can be calculated from the target body roll angle and the vehicle's wheel track width.

[0042] It should be noted that this suspension height difference is the difference between the heights of the vehicle's first suspension and second suspension. The first suspension is located on the side of the vehicle closer to the target parking space, and the second suspension is located on the side of the vehicle farther from the target parking space. As you can imagine, when a vehicle needs to park in the target space, it needs to turn towards that target vehicle. This means that the vehicle's suspension has one suspension closer to the target parking space (the first suspension) and one suspension farther from the target parking space (the second suspension), and these two suspensions can be controlled independently. To increase the steering angle limit through roll angle, the vehicle body needs to roll towards the target parking space. In other words, the side of the vehicle body facing the target parking space needs to be lower than the side of the vehicle body farther from the target parking space; that is, the height of the first suspension is lower than the height of the second suspension.

[0043] 103. Based on the suspension height difference, adjust the suspension height of the first and second suspensions respectively, and control the vehicle to park in the target parking space.

[0044] In this embodiment of the application, after obtaining the suspension height difference, the suspension heights of the first suspension and the second suspension can be adjusted respectively. The principle of "mainly compressing the inner side and slightly adjusting the outer side" is usually adopted for suspension adjustment. That is, the height of the first suspension is usually compressed as much as possible, while the height of the second suspension can be slightly raised so that the difference between the adjusted suspension heights of the first suspension and the second suspension meets the suspension height difference requirement. At this time, the vehicle can be controlled to start parking towards the target parking space.

[0045] In the solution provided in this application embodiment, by coordinating the control of the vehicle suspension and adjusting the height of the suspension on both sides of the vehicle, the vehicle body forms a certain roll angle. By utilizing the change in wheel steering parameters caused by this roll angle, the wheels are given additional steering space, thereby enabling the wheels to obtain an actual steering angle that is larger than the originally calibrated maximum steering angle, and to achieve a turning radius that is smaller than the calibrated minimum turning radius. This ensures successful parking even in narrow environments and effectively improves the parking success rate in narrow parking spaces.

[0046] In some embodiments, such as Figure 2 As shown, in Figure 1 Based on this, before determining the target body roll angle of the vehicle according to the target steering angle and the vehicle's maximum steering angle when the vehicle meets the assisted parking conditions, the following steps may also be included: 104. Obtain the vehicle's driving status, the parking space width margin of the target parking space, the target steering angle corresponding to the vehicle's current position, and the vehicle's current speed.

[0047] In this embodiment, the vehicle does not always need to adjust the suspension height to assist parking during the parking process. If the current target steering angle has not exceeded the maximum steering angle limit and there is still plenty of space, then assisted parking is not required. Therefore, assisted parking is only triggered when the vehicle's current state meets the conditions for assisted parking, thereby adjusting the suspension height. These conditions require that the vehicle is currently parking and the parking space is narrow, the target steering angle required by the vehicle has basically reached its limit, and the vehicle speed is relatively low. Therefore, in order to monitor whether the vehicle can trigger assisted parking, it is necessary to obtain the vehicle's driving status, the parking space width margin of the target parking space, the target steering angle corresponding to the vehicle's current position, and the vehicle's current speed.

[0048] It should be noted that the vehicle's driving status is used to indicate whether the vehicle is currently driving normally, parked, or stationary, etc. The target steering angle corresponding to the vehicle's current position can be directly determined by the vehicle's main controller.

[0049] It should be noted that the parking space width margin of the target parking space can be simply understood as the distance between the target parking space and the adjacent obstacle. Of course, it can be more accurately described as the remaining distance after subtracting the width required for safe parking from the lane width. In real life, parking spaces that are too narrow mainly occur in the following scenarios: Scenario 1: Compact multi-level parking garage (perpendicular / reverse parking). In this scenario, the parking space width allowance can be expressed as the net width inside the garage. (Vehicle width + side safety clearances); In multi-level parking garages, the area in front of a parking space is usually a driveway, and the area behind is a wall. If there are no obstacles in front, and the lane width allows the vehicle to reverse straight in without significant steering, the system may directly identify it as a "regular parking space" and drive in directly without changing the suspension attitude, and will not trigger assisted parking. However, if the structure of the multi-level parking garage restricts the vehicle to enter at a large angle (e.g., a narrow entrance to a ramp-type multi-level parking garage), or if the pillars on both sides of the parking space are very close, creating a corner obstacle when turning, then even if there is open space in front, the lateral width margin is still very small, and assisted parking needs to be triggered to reduce the dynamic envelope width.

[0050] Scenario 2: Parallel parking in older residential areas. In some older residential areas, the internal roads are usually narrow and there are no dedicated parking lots. Vehicles can only be parked on one side of the internal road. If there are already some cars parked on the internal road, and your car also needs to park, then you need to park parallel in a very narrow space. In this case, the margin of the parking space can be expressed as the total width of the lane. (Vehicle width + safety clearance from roadside guardrails / curbstones) The parking space width margin here refers to the distance between the left side of the vehicle (the side closer to the road centerline) and any obstacle on the road centerline (such as oncoming traffic or a median strip) or the right side (the side closer to the curb). However, in practical applications, parallel parking is mainly limited by longitudinal space (distance between vehicles), while lateral space (lane width) is usually determined by the road itself. Therefore, the parking space width margin here refers to the remaining distance between the outermost edge of the vehicle and any obstacle (if any) on the road centerline side at the maximum steering angle.

[0051] Scenario 3: Roadside parking spaces with extremely small distances between vehicles (extreme parallel parking), the width margin of the parking space can be expressed as the usable lane width. (Dynamic envelope width of the vehicle at maximum steering angle + safety clearance); Parking space width margin specifically refers to the remaining space between the side of the vehicle body and obstacles on the other side of the lane (such as vehicles in the opposite lane, median barriers) or the curb on this side when the vehicle cuts in at its maximum angle.

[0052] 105. When the vehicle is detected to be in a parking state, the parking space width margin is less than the preset width threshold, the ratio between the target steering angle and the maximum steering angle is greater than the steering angle requirement coefficient, and the current vehicle speed is less than the preset vehicle speed threshold, the vehicle is determined to meet the assisted parking conditions.

[0053] In this embodiment of the application, the driving status of the vehicle, the parking width margin of the target parking space, the target steering angle of the vehicle at the current position, and the current speed of the vehicle are continuously monitored. If at a certain moment it is detected that the vehicle is in a parking state, and the parking width margin is less than a preset width threshold, and the ratio between the target steering angle and the maximum steering angle is greater than the steering angle requirement coefficient, and the current speed is less than a preset speed threshold, then it can be considered that the current vehicle has met the conditions for assisted parking and assisted parking needs to be triggered.

[0054] In some embodiments, the steering angle demand coefficient, the preset width threshold, and the preset vehicle speed threshold can all be custom-set. The steering angle demand coefficient allows for early intervention in the vehicle's steering angle. It is understood that the vehicle's maximum steering angle is the limit it can reach when turning, but maintaining this maximum steering angle indefinitely may cause irreversible damage to the vehicle body and tires. Therefore, early intervention in assisted parking is possible; that is, assisted parking is triggered when the target steering angle reaches a certain proportion of the maximum steering angle. This steering angle demand coefficient can be an engineering calibration parameter determined based on system response time analysis and multi-objective optimization (balancing success rate, ride comfort, and intervention necessity) through extensive simulations and real-vehicle testing. The typical range of steering angle demand factor is usually between 0.85 and 0.98, with the most common calibration value falling in the range of 0.92 to 0.96. A steering angle demand factor of 0.95 (i.e. 95%) is a very reasonable and common starting point in engineering practice, which means that when the target steering angle is detected to reach 95% of the maximum steering angle, assisted parking is required, leaving a buffer space of about 5% steering angle.

[0055] Specifically, the relationship between the target steering angle and the vehicle's maximum steering angle may fall into the following categories: If the target steering angle is greater than the vehicle's maximum steering angle, the vehicle cannot reach the target steering angle required for parking, and assisted parking is necessary immediately. If the target steering angle is equal to the vehicle's maximum steering angle, the vehicle can only successfully park by reaching its maximum steering angle, which is quite extreme for the vehicle's hardware. In practical applications, parking may fail due to errors, environmental factors, etc., so assisted parking is also recommended. If the target steering angle is less than the vehicle's maximum steering angle, but has reached a certain proportion of the maximum steering angle, it can be understood that the vehicle can still achieve the currently required steering angle, but the steering angle is close to its limit, and the buffer space is small. Therefore, assisted parking is also recommended in advance.

[0056] In some embodiments, the aforementioned determinations of vehicle driving status, parking space width margin, current target steering angle, and vehicle speed can all be executed automatically by the vehicle. That is, when the vehicle detects that it meets the assisted parking conditions through the above parameters, it considers that the vehicle needs assisted parking and can automatically trigger the adjustment of the vehicle suspension. In addition, the assisted parking conditions may also include receiving an assisted parking command issued by the user. It is conceivable that the parking process of the vehicle can also be manually controlled by the user. If the user subjectively believes that parking in the current scenario is difficult, even if the vehicle can successfully park using its current parameters, the user may want to obtain a smoother and more spacious parking space by adjusting the suspension height. Therefore, the user can directly issue an assisted parking command, which is used to instruct the vehicle to start assisted parking to adjust the suspension height, so that the vehicle can obtain additional steering space.

[0057] In the solution provided in this application embodiment, by monitoring the vehicle's driving status, parking space width margin, current target steering angle, and vehicle speed, the vehicle suspension height is adjusted in a timely manner. This avoids the vehicle repeatedly moving forward and backward to adjust its posture, thereby improving the success rate and smoothness of parking in one go.

[0058] In some embodiments, such as Figure 3 As shown, in Figure 1 Based on this, the target body roll angle of the vehicle is determined according to the target steering angle and the vehicle's maximum steering angle. This can specifically include the following steps: 1011. Determine the vehicle's additional steering angle based on the target steering angle and the vehicle's maximum steering angle.

[0059] In this embodiment of the application, the additional steering angle of the vehicle can be calculated based on the target steering angle and the maximum steering angle of the vehicle. The additional steering angle is the difference between the target steering angle and the maximum steering angle.

[0060] It should be noted that the additional steering angle can be expressed as: Δδ_needed = δ_required - δ_max, where Δδ_needed is the additional steering angle, δ_required is the target steering angle, and δ_max is the maximum steering angle of the vehicle.

[0061] 1012. Based on the pre-stored correspondence between the additional steering angle and the vehicle body roll angle, determine the target vehicle body roll angle corresponding to the vehicle's additional steering angle.

[0062] In this embodiment, the additional steering angle is the extra steering angle generated by vehicle body roll. When the vehicle rolls towards the apex of a curve, due to the suspension geometry (mainly the kingpin inclination and caster angles), the wheels will experience an additional toe angle change along with the suspension's movement, i.e., the roll steer effect. This adds an additional steering angle in the same direction to the wheels when the vehicle rolls towards the apex of a curve. In other words, there is a certain correspondence between the additional steering angle and the vehicle body roll angle. This correspondence can be preset and stored. After determining the additional steering angle, the target vehicle body roll angle corresponding to the additional steering angle can be directly determined based on this correspondence.

[0063] It should be noted that the relationship between the additional steering angle and the vehicle roll angle can be a linear relationship achieved through a fixed gain coefficient, or it can be a non-linear relationship.

[0064] A roll-steering gain coefficient k can be defined, which physically represents the additional steering angle (Δδ) generated per unit body roll angle (Φ). It can be expressed by the formula: Δδ = k * Φ, where Δδ is the additional steering angle, Φ is the target body roll angle, and k is the gain coefficient. The magnitude and sign of k depend on the geometry of the suspension links and are parameters that can be calibrated during the vehicle design phase. For a specific mass-produced vehicle model, this gain coefficient k is essentially a predetermined parameter at the time of manufacture. The value of k can range from 0.1 to 0.5. A larger k value means that the suspension geometry has a stronger amplification ability for the roll-steering effect, but an excessively large roll-steering effect may affect the vehicle's handling stability under normal driving conditions (especially at medium to high speeds). A smaller k value means that the roll-steering effect of the suspension geometry is not significant. Therefore, the optimal k value can be determined through testing. In this application, k > 0.

[0065] However, in real vehicles, the roll steering effect may not be perfectly linear and is related to suspension hardware and load. Therefore, in engineering implementation, this gain coefficient can be expressed as a lookup function k = f(Φ, Δδ) with respect to the vehicle roll angle Φ and the additional steering angle Δδ.

[0066] In the solution provided in this application embodiment, due to the hardware design of the vehicle suspension, when the different suspension heights on both sides of the vehicle form a certain roll angle, it can provide the wheels with additional steering space. Therefore, in this solution, the required steering space can be determined by working backwards, thereby determining how much roll angle is needed to form such steering space. This allows for precise control of the vehicle's roll degree and ensures successful parking as much as possible.

[0067] In some embodiments, such as Figure 4 As shown, in Figure 1Based on this, and according to the target body roll angle and the vehicle's track width, the suspension height difference of the vehicle is determined, which may include the following steps: 1021. When the target body roll angle is detected to be less than or equal to the preset roll angle threshold, the suspension height difference of the vehicle is determined based on the target body roll angle and the vehicle's track width.

[0068] In this embodiment, since the target body roll angle represents the angle between the vehicle body and the horizontal line, in order to ensure the vehicle body stability and passenger comfort at low speeds, the target body roll angle needs to be within a small range. Therefore, after determining the target body roll angle, it is also necessary to detect the target body roll angle. Only when the detected target body roll angle is less than or equal to the preset roll angle threshold, it means that the target body roll angle is still within a reasonable range, and then the suspension height difference of the vehicle can be determined. If the target body roll angle is greater than the preset roll angle threshold, it means that the target body roll angle is too large and has exceeded the reasonable range. In this case, it can be considered that the suspension adjustment alone cannot meet the requirements, and no further calculation will be performed. Instead, other more conservative methods will be adopted.

[0069] The preset tilt angle threshold can be set to 1.5°~2°.

[0070] In some embodiments, when determining the suspension height difference of a vehicle, it can be expressed as ΔH_diff / T≈sin(Φ_target) based on geometric relationships, where Φ_target is the target body roll angle, T is the vehicle's track width, and ΔH_diff is the suspension height difference between the second suspension and the first suspension. In other words, after determining the target body roll angle, the target body roll angle and track width can be substituted into the above formula to obtain the suspension height difference.

[0071] It should be noted that when Φ_target is a small angle, sin(Φ_target) ≈ Φ_target, so the above formula can also be optimized to ΔH_diff = T * Φ_target.

[0072] In the solution provided in this application embodiment, when calculating the vehicle body roll angle, it is necessary to verify the vehicle body roll angle. In order to ensure the safety and comfort of the vehicle and the driver and passengers, the vehicle body roll angle needs to be ensured to be within a certain range to avoid affecting the experience of the driver and passengers due to excessive roll, or even causing the vehicle to roll over.

[0073] In some embodiments, such as Figure 5 As shown, in Figure 1 Based on this, adjusting the suspension heights of the first and second suspensions according to the suspension height difference can include the following steps: 1031. Determine the suspension height adjustment value based on the suspension height difference and the preset adjustment distribution coefficient.

[0074] In this embodiment, the suspension height difference represents the height difference between the two suspensions after adjustment. Therefore, when adjusting the suspension, it is necessary to know how much to adjust, that is, to determine the suspension height adjustment value. Here, a preset adjustment distribution coefficient is introduced. This preset adjustment distribution coefficient is used to indicate the amount of adjustment of the suspension height on the outer side of the vehicle's steering wheel. Since the suspension height adjustment is mainly based on compression on the inner side of the steering wheel and slightly raised on the outer side of the steering wheel, for example, if the vehicle needs to park in a parking space on the right, the vehicle body needs to turn right. Therefore, the height of the right suspension can be compressed as much as possible, and the height of the left suspension can be raised slightly under appropriate circumstances. This can quickly establish the roll angle and make the vehicle body as balanced as possible, closer to level.

[0075] It should be noted that the suspension height adjustment value can be expressed by the following formula: ΔH=ΔH_diff / (1+β), where ΔH is the suspension height adjustment value, ΔH_diff is the suspension height difference, and β is the preset adjustment distribution coefficient. The value of β is 0≤β<1, and the value of β can be set empirically.

[0076] 1032. Determine the target suspension height corresponding to the first suspension based on the initial suspension height and the suspension height adjustment value of the first suspension.

[0077] In this embodiment, since the first suspension is the suspension closest to the target parking space, i.e. the suspension on the inside of the steering wheel, the first suspension needs to be compressed. Therefore, the target suspension height of the first suspension can be obtained directly based on the initial suspension height of the first suspension and the suspension height adjustment value. The initial suspension height of the first suspension is the suspension height when the vehicle is driving normally on the road, which is a known value.

[0078] Specifically, the target suspension height corresponding to the first suspension can be expressed by the following formula: H_L_target = H_0 - ΔH, where H_L_target is the target suspension height corresponding to the first suspension, H_0 is the initial suspension height of the first suspension, and ΔH is the suspension height adjustment value.

[0079] 1033. Determine the target suspension height of the second suspension based on the initial suspension height, suspension height adjustment value, and preset adjustment distribution coefficient.

[0080] In this embodiment, since the second suspension is the suspension away from the target parking space, i.e., the suspension on the outside of the steering wheel, there is already a certain height difference between the first and second suspensions when the first suspension has been compressed. The second suspension can remain unchanged or be slightly raised. Whether the second suspension needs to be raised depends on the value of the preset adjustment distribution coefficient. Therefore, the target suspension height corresponding to the second suspension can be determined based on the initial suspension height of the second suspension, the suspension height adjustment value, and the preset adjustment distribution coefficient. The initial suspension height of the second suspension is the suspension height when the vehicle is driving normally on the road, which is a known value, and the initial suspension height of the first suspension and the initial suspension height of the second suspension are the same.

[0081] Specifically, the target suspension height corresponding to the second suspension can be expressed by the following formula: H_R_target H_0+β*ΔH, where H_R_target is the target suspension height corresponding to the second suspension, H_0 is the initial suspension height of the second suspension, ΔH is the suspension height adjustment value, and β is the preset adjustment distribution coefficient.

[0082] In some embodiments, it can be seen from the calculation formulas of the target suspension height and suspension height adjustment value corresponding to the first suspension and the second suspension described above that when the preset adjustment distribution coefficient β=0, the suspension height of the second suspension remains unchanged, only compressing the height of the first suspension; while when the preset adjustment distribution coefficient β>0, the suspension height of the second suspension will be slightly raised.

[0083] 1034. Adjust the suspension height of the first suspension and the second suspension respectively according to the target suspension height.

[0084] In this embodiment of the application, after determining the target suspension heights corresponding to the first suspension and the second suspension respectively, the suspension heights of the first suspension and the second suspension can be adjusted according to their respective target suspension heights.

[0085] In the solution provided in this application embodiment, since it is necessary for the vehicle to tilt, the suspensions on both sides of the vehicle need to be adjusted to different degrees. Specifically, the adjustment of the suspension height on both sides can be determined by a preset adjustment distribution coefficient. The principle of "mainly compressing the inner side and slightly adjusting the outer side" is adopted to quickly establish the roll angle and reduce the change in the overall vehicle height.

[0086] In some embodiments, such as Figure 6 As shown, in Figure 1 Based on this, after adjusting the suspension heights of the first and second suspensions according to the suspension height difference, the following steps may also be included: 106. Based on the target steering angle, adjust the vehicle's maximum steering angle so that the adjusted maximum steering angle is greater than or equal to the target steering angle.

[0087] In this embodiment, after adjusting the suspension height of the first and second suspensions, the vehicle can achieve a greater steering angle than the original mechanical limit. However, since the maximum steering angle calibrated in the vehicle's control system is still set according to the original vehicle body hardware, the vehicle can now achieve a target steering angle greater than the originally calibrated maximum steering angle by adjusting the suspension height. Therefore, the maximum steering angle calibrated in the system can be adjusted so that the adjusted maximum steering angle is greater than or equal to the target steering angle, so that the vehicle can park according to the target steering angle.

[0088] It should be noted that when adjusting the maximum steering angle, some safety margin can be reserved. That is, if the current vehicle needs to maintain the target steering angle for parking, the maximum steering angle can be adjusted to a value slightly larger than the target steering angle. By actively adding an additional test calibration value of steering angle requirement (δ_margin) in the calculation, the adjusted maximum steering angle δ_max_effective = δ_required + δ_margin is made to ensure that the upper limit of the steering capability δ_max_effective that the system can provide is greater than the target steering angle δ_required required for the vehicle to park.

[0089] In the solution provided in this application embodiment, after adjusting the suspension height, the vehicle can achieve a larger steering angle than the original mechanical limit. Therefore, it is necessary to adjust the maximum steering angle calibrated in the vehicle control system to a larger value to ensure that the vehicle control system can issue steering commands according to the larger maximum steering angle, thus ensuring successful parking.

[0090] In some embodiments, such as Figure 7 As shown, in Figure 1 Based on this, after adjusting the suspension heights of the first and second suspensions according to the suspension height difference, the following steps may also be included: 107. Obtain the actual roll angle of the vehicle in real time.

[0091] In this embodiment of the application, after the vehicle's suspension height is adjusted, the actual roll angle formed by the vehicle may not reach the required target body roll angle due to hardware limitations, environmental factors, etc. At this time, further adjustments are required. Therefore, after adjusting the suspension heights of the first suspension and the second suspension respectively, the actual body roll angle of the vehicle can be obtained in real time.

[0092] 108. When the actual body roll angle is detected to be less than the target body roll angle, the suspension height compensation value of the vehicle is determined based on the difference between the actual body roll angle and the target body roll angle.

[0093] In this embodiment of the application, if the actual vehicle body roll angle is detected to be less than the target vehicle body roll angle, it means that the vehicle body roll angle has not reached the required angle. Therefore, it is necessary to continue to adjust the suspension height. Then, the difference between the actual vehicle body roll angle and the target vehicle body roll angle can be determined first, which is how much roll angle still needs to be adjusted. Then, based on this difference, the vehicle suspension height compensation value can be determined.

[0094] It should be noted that the difference between the actual vehicle roll angle and the target vehicle roll angle can be expressed as e = Φ_target - Φ_actual, where e is the difference between the actual and target vehicle roll angles, Φ_target is the target vehicle roll angle, and Φ_actual is the actual vehicle roll angle. Then, the suspension height compensation value ΔH_comp = Kp * e + Ki * ∫edt can be calculated, where ΔH_comp is the suspension height compensation value, e is the difference between the actual and target vehicle roll angles, Kp is the proportional coefficient, and Ki is the integral coefficient. Kp and Ki are the two core parameters of a proportional-integral (PI) controller. Kp is responsible for "fast correction," and Ki is responsible for "precise positioning." The combination of the two enables both rapid response and high-precision control with zero steady-state error.

[0095] 109. Adjust the actual heights of the first and second suspensions according to the suspension height compensation value so that the actual body roll angle reaches the target body roll angle.

[0096] In this embodiment of the application, after determining the suspension height compensation value, the actual heights of the first suspension and the second suspension can be adjusted based on the suspension height compensation value. Since the first suspension needs to be compressed, it can be compressed according to the suspension height compensation value. If the height of the second suspension remained unchanged when it was previously adjusted according to the suspension height difference, it will not be compensated now. If it was raised when it was previously adjusted according to the suspension height difference, it will be raised now according to the suspension height compensation value.

[0097] It should be noted that the above height compensation can be understood as a cyclical process. That is, firstly, a suspension height compensation value is calculated based on the difference between the actual vehicle roll angle and the target vehicle roll angle, and then the first and second suspensions are adjusted. After the adjustment, the actual vehicle roll angle is detected again. If there is still a difference between the actual and target vehicle roll angles, the suspension height compensation value needs to be calculated again, and the first and second suspensions are adjusted again until the actual vehicle roll angle is detected to be equal to the target vehicle roll angle.

[0098] In the solution provided in this application embodiment, during the actual suspension height adjustment process, the actual roll angle of the vehicle may not reach the required roll angle due to uneven vehicle load, uneven road surface or other external interference factors. In this case, the suspension height can be further compensated to ensure that the vehicle can reach and maintain a body roll posture that can provide additional steering angle.

[0099] In some embodiments, such as Figure 8 As shown, in Figure 1 Based on this, after adjusting the suspension heights of the first and second suspensions according to the suspension height difference, the following steps may also be included: 1010. When the vehicle is detected to meet the conditions for exiting assisted parking, the heights of both the first and second suspensions are restored to their initial heights.

[0100] In this embodiment, when the vehicle is parking in assisted parking mode, the target steering angle of the vehicle will change as the vehicle moves toward the target parking space, and may decrease to less than the maximum steering angle. At this time, the vehicle no longer needs to continue to expand the steering space by adjusting the suspension height, so it can exit assisted parking. Therefore, the vehicle status can be monitored, and when the vehicle meets the conditions for exiting assisted parking, the heights of the first suspension and the second suspension are restored to the initial suspension height. The initial suspension height is the suspension height of the first suspension and the second suspension before the suspension heights of the first suspension and the second suspension are adjusted according to the suspension height difference. The initial suspension heights of the first suspension and the second suspension are the same.

[0101] In the solution provided in this application embodiment, when the vehicle meets the conditions for assisted parking withdrawal, it means that the vehicle no longer needs to adjust the suspension height to assist parking. Therefore, the vehicle's suspension height can be restored, avoiding long-term tilting that could affect the lifespan of the vehicle's hardware and the driver's and passengers' experience.

[0102] In some embodiments, the assisted parking exit conditions include at least one of the following: The preset duration is reached when the ratio between the target steering angle and the maximum steering angle is less than the steering angle requirement coefficient; The vehicle's speed exceeds the safe parking speed; Receives user commands to operate and control the vehicle; There is a fault in the first suspension and / or the second suspension.

[0103] It should be noted that if the ratio between the target steering angle and the maximum steering angle is less than the steering angle requirement coefficient for a preset period of time, it means that the vehicle has not needed additional steering angle generated by changing the suspension height for a period of time, and the suspension height can be directly restored.

[0104] It should be noted that the monitoring of vehicle speed, user commands, and suspension malfunctions is based on vehicle safety. If the vehicle speed is too high, or if the user triggers active steering, braking, or accelerator pedal input commands, or if a suspension malfunction is detected, assisted parking must be disengaged immediately and the suspension height restored.

[0105] The solutions provided in this application embodiment give several conditions for a vehicle to exit assisted parking. The evaluation of whether it is necessary to exit assisted parking is based on a comprehensive assessment of factors such as the vehicle parking environment, vehicle safety, and user willingness, so as to ensure successful parking and improve user experience.

[0106] In some embodiments, such as Figure 6 In the illustrated process, after adjusting the suspension heights of the first and second suspensions respectively, it is necessary to adjust the vehicle's maximum steering angle based on the target steering angle, ensuring that the adjusted maximum steering angle is greater than or equal to the target steering angle. This provides greater steering space. When the vehicle meets the assisted parking exit conditions, it means that it is no longer necessary to adjust the suspension height to provide additional steering space. Therefore, in addition to restoring the suspension height, the adjusted maximum steering angle can also be restored to the original maximum steering angle. That is, assuming the vehicle's original maximum steering angle is represented as δ_max, after adjusting the suspension heights of the first and second suspensions, the original maximum steering angle δ_max can be adjusted to δ_max_effective. In this way, the vehicle's control system can issue steering control commands based on the latest maximum steering angle δ_max_effective. When the vehicle is detected to meet the assisted parking exit conditions, the maximum steering angle can be restored from δ_max_effective back to δ_max.

[0107] This application embodiment can divide the parking control device into functional modules according to the above method example. For example, each function can be divided into its own functional modules, or two or more functions can be integrated into one processing unit. The integrated modules can be implemented in hardware or as software functional modules. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0108] In addition, such as Figure 9 As shown, Figure 9 This is a schematic diagram of a parking control device provided in an embodiment of this application. The device includes: Processing module 901 is used to determine the target body roll angle of the vehicle based on the target steering angle and the maximum steering angle of the vehicle when the vehicle is detected to meet the assisted parking conditions. The target steering angle is the steering angle required for the vehicle to move to the target parking space. The processing module 901 is also used to determine the suspension height difference of the vehicle based on the target vehicle body roll angle and the vehicle track. The suspension height difference is the difference between the height of the first suspension and the height of the second suspension of the vehicle. The first suspension is the suspension located on the side of the vehicle closer to the target parking space, and the second suspension is the suspension located on the side of the vehicle farther from the target parking space. The processing module 901 is also used to adjust the suspension height of the first suspension and the second suspension respectively according to the suspension height difference, and control the vehicle to park in the target parking space.

[0109] In one specific embodiment, the parking control device may further include: The acquisition module 902 is used to acquire the vehicle's driving status, the parking space width margin of the target parking space, the target steering angle of the vehicle at its current position, and the vehicle's current speed. The processing module 901 is also used to determine that the vehicle meets the assisted parking conditions when it detects that the driving state is parking state, the parking space width margin is less than the preset width threshold, the ratio between the target steering angle and the maximum steering angle is greater than the steering angle requirement coefficient, and the current vehicle speed is less than the preset vehicle speed threshold.

[0110] In one specific embodiment, the processing module 901 is specifically used to determine the additional steering angle of the vehicle based on the target steering angle and the maximum steering angle of the vehicle; The processing module 901 is specifically used to determine the target body roll angle corresponding to the vehicle's additional steering angle based on the pre-stored correspondence between the additional steering angle and the body roll angle.

[0111] In one specific embodiment, the processing module 901 is specifically used to determine the suspension height difference of the vehicle based on the target vehicle roll angle and the vehicle's track width when the target vehicle roll angle is detected to be less than or equal to a preset roll angle threshold.

[0112] In one specific embodiment, the processing module 901 is specifically used to determine the suspension height adjustment value based on the suspension height difference and the preset adjustment distribution coefficient; The processing module 901 is specifically used to determine the target suspension height corresponding to the first suspension based on the initial suspension height of the first suspension and the suspension height adjustment value; The processing module 901 is specifically used to determine the target suspension height corresponding to the second suspension based on the initial suspension height of the second suspension, the suspension height adjustment value, and the preset adjustment distribution coefficient. The processing module 901 is specifically used to adjust the suspension heights of the first suspension and the second suspension according to the target suspension height.

[0113] In one specific embodiment, the processing module 901 is further configured to adjust the maximum steering angle of the vehicle based on the target steering angle, such that the adjusted maximum steering angle is greater than or equal to the target steering angle.

[0114] In one specific embodiment, the acquisition module 902 is also used to acquire the actual body roll angle of the vehicle in real time; The processing module 901 is also used to determine the suspension height compensation value of the vehicle based on the difference between the actual vehicle roll angle and the target vehicle roll angle when the actual vehicle roll angle is detected to be less than the target vehicle roll angle. The processing module 901 is also used to adjust the actual height of the first suspension and the second suspension respectively according to the suspension height compensation value so that the actual body roll angle reaches the target body roll angle.

[0115] In one specific embodiment, the processing module 901 is further configured to restore the heights of both the first suspension and the second suspension to their initial suspension heights when the vehicle is detected to meet the assisted parking exit conditions.

[0116] In one specific embodiment, the assisted parking exit condition includes at least one of the following: The preset duration is reached when the ratio between the target steering angle and the maximum steering angle is less than the steering angle requirement coefficient; The vehicle's speed exceeds the safe parking speed; Receives user commands to operate and control the vehicle; There is a fault in the first suspension and / or the second suspension.

[0117] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0118] Figure 10 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. For example, as shown... Figure 10 As shown, the vehicle includes a memory 1001 and a processor 1002. The memory 1001 stores executable program code 10011, and the processor 1002 is used to call and execute the executable program code 10011 to perform a parking control method.

[0119] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0120] When each function is divided into modules corresponding to its specific function, the vehicle may include: an acquisition module, a determination module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional descriptions of the corresponding modules, and will not be repeated here.

[0121] The vehicle provided in this embodiment is used to execute the parking control method described above, and therefore can achieve the same effect as the above implementation method.

[0122] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0123] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as described in the embodiments of this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0124] This embodiment also provides a computer-readable storage medium (including but not limited to disk storage, compact disc read-only memory (CD-ROM), optical storage, etc.) storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a parking control method provided in the above embodiment.

[0125] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a parking control method provided in the above embodiment.

[0126] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0127] Through the above description of the embodiments, those skilled in the art will 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.

[0128] In the 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 device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0129] In the description of this application, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0130] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, 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 process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0131] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A parking control method, characterized in that, The method includes: When the vehicle is detected to meet the assisted parking conditions, the target body roll angle of the vehicle is determined based on the target steering angle and the maximum steering angle of the vehicle. The target steering angle is the steering angle required for the vehicle to move to the target parking space. Based on the target vehicle body roll angle and the vehicle's track width, the suspension height difference of the vehicle is determined. The suspension height difference is the difference between the height of the first suspension and the height of the second suspension of the vehicle. The first suspension is the suspension located on the side of the vehicle closer to the target parking space, and the second suspension is the suspension located on the side of the vehicle farther from the target parking space. Based on the suspension height difference, the suspension heights of the first suspension and the second suspension are adjusted respectively, and the vehicle is controlled to park in the target parking space.

2. The parking control method according to claim 1, characterized in that, Before determining the target body roll angle of the vehicle based on the target steering angle and the vehicle's maximum steering angle when the vehicle is detected to meet the assisted parking conditions, the method further includes: The vehicle's driving status, the parking space width margin of the target parking space, the target steering angle of the vehicle at its current position, and the vehicle's current speed are obtained. When it is detected that the driving state is a parking state, the parking space width margin is less than a preset width threshold, the ratio between the target steering angle and the maximum steering angle is greater than the steering angle requirement coefficient, and the current vehicle speed is less than a preset vehicle speed threshold, it is determined that the vehicle meets the assisted parking conditions.

3. The parking control method according to claim 1, characterized in that, Determining the target roll angle of the vehicle based on the target steering angle and the vehicle's maximum steering angle includes: Based on the target steering angle and the vehicle's maximum steering angle, determine the vehicle's additional steering angle; Based on the pre-stored correspondence between the additional steering angle and the vehicle body roll angle, the target vehicle body roll angle corresponding to the additional steering angle of the vehicle is determined.

4. The parking control method according to claim 1, characterized in that, Determining the suspension height difference of the vehicle based on the target body roll angle and the vehicle's track width includes: When the target body roll angle is detected to be less than or equal to a preset roll angle threshold, the suspension height difference of the vehicle is determined based on the target body roll angle and the wheelbase of the vehicle.

5. The parking control method according to claim 1, characterized in that, The step of adjusting the suspension heights of the first suspension and the second suspension respectively based on the suspension height difference includes: The suspension height adjustment value is determined based on the suspension height difference and the preset adjustment distribution coefficient; The target suspension height corresponding to the first suspension is determined based on the initial suspension height of the first suspension and the suspension height adjustment value. The target suspension height corresponding to the second suspension is determined based on the initial suspension height of the second suspension, the suspension height adjustment value, and the preset adjustment distribution coefficient. Adjust the suspension heights of the first suspension and the second suspension according to the target suspension height.

6. The parking control method according to claim 1, characterized in that, After adjusting the suspension heights of the first suspension and the second suspension respectively based on the suspension height difference, the method further includes: Based on the target steering angle, the maximum steering angle of the vehicle is adjusted so that the adjusted maximum steering angle is greater than or equal to the target steering angle.

7. The parking control method according to claim 1, characterized in that, After adjusting the suspension heights of the first suspension and the second suspension respectively based on the suspension height difference, the method further includes: The actual body roll angle of the vehicle is obtained in real time; When the actual vehicle body roll angle is detected to be less than the target vehicle body roll angle, the suspension height compensation value of the vehicle is determined based on the difference between the actual vehicle body roll angle and the target vehicle body roll angle. According to the suspension height compensation value, the actual heights of the first suspension and the second suspension are adjusted respectively so that the actual vehicle roll angle reaches the target vehicle roll angle.

8. The parking control method according to claim 1, characterized in that, After adjusting the suspension heights of the first suspension and the second suspension respectively based on the suspension height difference, the method further includes: When the vehicle is detected to meet the conditions for exiting assisted parking, the heights of both the first and second suspensions are restored to their initial heights.

9. The parking control method according to claim 8, characterized in that, The conditions for disengaging the assisted parking system include at least one of the following: The time during which the ratio between the target steering angle and the maximum steering angle is less than the steering angle requirement coefficient reaches a preset duration; The vehicle's speed is greater than the safe parking speed; Receives user control commands for the vehicle; The first suspension and / or the second suspension is faulty.

10. A vehicle, characterized in that, include: A memory and a processor, wherein the memory stores executable program code, and the processor is configured to call and execute the executable program code to perform the parking control method as described in any one of claims 1 to 9.

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