Automatic parking method and parking route planning method

Abstract

This disclosure relates to an automated parking method and a parking route planning method, a computer-readable storage medium, and an electronic device. [Solution] According to the automatic parking method, the automatic parking path includes a first path and a second path, and there is a stopping period in the section between the first path and the second path where the vehicle speed is substantially zero, and the first path and the second path correspond to a first steering wheel rotation angle and a second steering wheel rotation angle, respectively, and the automatic parking method includes the steps of: decreasing the first steering wheel rotation angle to a third steering wheel rotation angle from a first point in the first path to the start of the stopping period; adjusting the third steering wheel rotation angle to a fourth steering wheel rotation angle during the stopping period; and increasing the third steering wheel rotation angle to a second steering wheel rotation angle from the end of the stopping period to a second point in the second path.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and in particular, to an automatic parking method, a parking route planning method, a computer program product, a computer-readable storage medium, and an electronic device.

Background Art

[0002] Detection of whether a display target is being displayed normally can be performed by a method of comparing checksums. However, in the case of some special types of displays (for example, blinking displays, intermittent displays), there is a possibility of false detection with the method of static checksum comparison. Also, with this method, only detection of whether it is being displayed can be performed, and detection of more complex display problems such as whether the blinking period of the display is normal cannot be performed.

Summary of the Invention

Problems to be Solved by the Invention

[0003] In view of the above problems, an object of the present disclosure is to provide an automatic parking method, a parking route planning method, a computer program product, a computer-readable storage medium, and an electronic device.

Means for Solving the Problems

[0004] In the automatic parking method of the first aspect of the present disclosure, the automatic parking path includes a first path and a second path, with a stopping period in the section between the first path and the second path where the vehicle speed is substantially zero, the first path and the second path correspond to a first steering wheel rotation angle and a second steering wheel rotation angle, respectively, and the automatic parking method includes the steps of: decreasing the first steering wheel rotation angle to a third steering wheel rotation angle from a first point in the first path to the start of the stopping period; adjusting the third steering wheel rotation angle to a fourth steering wheel rotation angle during the stopping period; and increasing the third steering wheel rotation angle to a second steering wheel rotation angle from the end of the stopping period to a second point in the second path.

[0005] In a parking path planning method of a second aspect of the present disclosure, the parking path plan includes a plurality of subpaths, each corresponding to a plurality of steering wheel rotation angles, and the parking path planning method includes the steps of: identifying the difference in steering wheel rotation angles between each pair of preceding and succeeding subpaths; comparing the difference in steering wheel rotation angles with a preset difference threshold; applying the aforementioned automatic parking method according to any one embodiment to pairs of subpaths where the difference in steering wheel rotation angles is less than the preset difference threshold; and, for pairs of subpaths where the difference in steering wheel rotation angles is greater than the preset difference threshold, reducing the vehicle speed to substantially zero in the preceding subpath to enter a stopping period, adjusting the steering wheel rotation angle corresponding to the preceding subpath to the steering wheel rotation angle corresponding to the next subpath during the stopping period, and increasing the vehicle speed in the next subpath.

[0006] The computer-readable storage medium of the third aspect of this disclosure stores instructions for carrying out the method according to any one of the embodiments described above, when executed by a processor.

[0007] The electronic device of the fourth aspect of the present disclosure comprises a memory and a processor, wherein instructions for carrying out the method according to any one of the embodiments described above, when executed by the processor, are stored in the memory.

[0008] A computer program product including the computer program of the fifth aspect of this disclosure is intended to carry out the method according to any one of the embodiments described above when the computer program is executed. [Brief explanation of the drawing]

[0009] [Figure 1] This flowchart schematically illustrates the automatic parking method 100 according to several embodiments. [Figure 2] Figure 1 is a schematic diagram illustrating an example of an automated parking method, showing the changes in the parking path and vehicle parameters. [Figure 3] This is a schematic diagram showing the changes in vehicle parameters as another example of the automatic parking method shown in Figure 1. [Figure 4] This flowchart schematically illustrates the parking route planning method 500 according to several embodiments. [Figure 5] Figure 4 is a schematic diagram illustrating an example parking route for the parking route planning method. [Modes for carrying out the invention]

[0010] The following describes some of the embodiments of this disclosure and is intended to provide a basic understanding of the disclosure. It is not intended to identify any important or definitive elements of the disclosure or to limit the scope of protection.

[0011] For the sake of brevity and clarity, the principles of this disclosure will be described primarily with reference to exemplary embodiments. However, it will be obvious to those skilled in the art that the same principles are equally applicable to all kinds of automatic parking methods and parking path planning methods, computer program products, computer-readable storage media and electronic devices, and that these same principles can be implemented therein, and that any such modifications will not deviate from the true spirit and scope of this patent application.

[0012] Furthermore, the following description refers to the accompanying drawings, which illustrate specific exemplary embodiments. Electrical, mechanical, logical, and structural modifications can be made to these embodiments without departing from the spirit and scope of this disclosure. Also, while features of this disclosure are disclosed based on only one of several embodiments or examples, such features can be combined with one or more other features of other embodiments or examples where they may be desirable and / or advantageous for any given or identifiable function. Therefore, the following description should not be constrained, and the scope of this disclosure is defined by the accompanying claims and their equivalents.

[0013] Terms such as “equipment” and “includes” indicate that, in addition to the units (modules) and steps directly and expressly described in the specification and claims, the technical means of this disclosure may also include other units (modules) and steps not directly or expressly described.

[0014] Figure 1 is a flowchart schematically showing an automatic parking method 100 according to several embodiments. The automatic parking paths applied to this automatic parking method 100 include multiple paths that correspond one-to-one with multiple steering wheel rotation angles. Figure 2 is a schematic diagram showing exemplary parking paths and changes in vehicle parameters of the automatic parking method of Figure 1. Referring to Figure 2, taking two consecutive paths (first path S1 and second path S2) as an example, there is a stopping period (Δt1 or Δt2) in the section between the first path S1 and the second path S2 during which the vehicle speed is substantially zero, and the first path S1 and the second path S2 correspond to the first steering wheel rotation angle ρ1 and the second steering wheel rotation angle ρ2, respectively.

[0015] In Figure 2, (a) through (c) on the left side show several exemplary automatic parking processes. In path S1, the steering wheel rotation angle (θ) of the vehicle is ρ1, and the vehicle speed gradually decreases as the vehicle moves, becoming virtually zero when it reaches the end of path S1. Then, during the stopping period Δt1, the steering wheel rotation angle is adjusted from ρ1 to ρ2. Once the adjustment of the steering wheel rotation angle is complete, the vehicle begins to transition to path S2 and gradually accelerates from a virtually zero vehicle speed. Referring to part (c) of Figure 2, the engine torque value (indicated as E in the figure) begins to rise in advance before the end of the stopping period Δt1, and at the same time, the brake torque value (indicated as B in the figure) begins to decrease in advance, so that the vehicle starts to accelerate smoothly from a virtually zero speed at the end of the stopping period Δt1, reducing or eliminating the stagnant time.

[0016] In contrast, in some other examples, with reference to Figures 1 and 2 (d) through (f) on the right, the automatic parking method 100 according to some embodiments of the present disclosure may include the following steps:

[0017] In step 110, the first steering wheel rotation angle ρ1 is reduced to the third steering wheel rotation angle ρ3 from the first time point t1 of the first path S1 to the start of the stop period Δt2 (shown as a dotted line because Δt2 is short). As shown in Figure 2, the first time point t1 may be any time in the time period of path S1, preferably a time in the latter half of the time period of path S1. At time point t1, instead of maintaining the steering wheel rotation angle ρ1, the steering wheel is gradually adjusted toward the target steering wheel rotation angle (i.e., the second steering wheel rotation angle ρ2), and by the start of the stop period Δt2, the steering wheel rotation angle is adjusted to the third steering wheel rotation angle ρ3. Note that in the direction toward the target steering wheel rotation angle, the steering wheel rotation angle ρ3 is smaller than ρ1. In some embodiments, ρ3 is in the range of 0.2*ρ1 to 0.8*ρ1.

[0018] In step 120, during the stop period Δt2, the third steering wheel rotation angle ρ3 is adjusted to the fourth steering wheel rotation angle ρ4. Then, in step 130, from the end of the stop period to the second time point t2 of the second path S2, the fourth steering wheel rotation angle ρ4 is increased to the second steering wheel rotation angle ρ2. Similarly, in the direction toward the first steering wheel rotation angle, the steering wheel rotation angle ρ4 is smaller than ρ2. Therefore, within the stop period Δt2, the range of steering wheel rotation angles that need adjustment is from ρ3 to ρ4, which is smaller than the range from ρ1 to ρ2 on the left (a). Thus, if the number of steering wheel rotations is the same, the time of Δt2 is shorter than Δt1. Note that the adjustment from ρ4 to ρ2 can be performed in the same way as the adjustment from ρ1 to ρ3, so it is preferable that t2 is a time point in the first half of the time period of path S2. In some embodiments, ρ4 is in the range of 0.2*ρ2 to 0.8*ρ2.

[0019] In some cases, the value of ρ3 relative to ρ1 or the value of ρ4 relative to ρ2 may be determined according to the desired length of the stopping period. For example, assuming that the maximum steering wheel rotation speed of the vehicle's steering wheel is α and the desired length of the stopping period is T, the maximum adjustable steering wheel rotation angle during the stopping period may be α*T, where α*T is the difference between ρ3 and ρ4. Thus, specific values ​​of ρ3 and ρ4 can be set according to the difference between ρ3 and ρ4, or the timings of t1 and t2 can be determined according to the requirements of vehicle acceleration in the parking process.

[0020] By adjusting the steering wheel rotation angle earlier in route S1 and later in route S2, the amount of time the vehicle is stopped can be significantly reduced. This contributes to realizing a One Move Parking (OMP) experience during parking.

[0021] Continuing to refer to the (f) part of FIG. 2, in some embodiments, the automatic parking method 100 may further include the step of increasing the output of engine torque to the vehicle at the third time point t3 of the first path S1. The vehicle undergoes a process of decreasing vehicle speed (or a process of increasing and then decreasing) on the first path S1 until it substantially drops to 0 and enters the stop period. According to the (c) part of FIG. 2, in the process of decreasing vehicle speed in the S1 stage, it is necessary to gradually decrease the engine torque value and gradually start increasing the brake torque value in a timely manner. However, as described above, the continuous parking experience is brought about by shortening the length of the stop period. Based on this, further, when the first path S1 has not yet ended (refer to the third time point t3 in the (f) part of FIG. 2), the engine of the vehicle can be controlled to generate torque in the direction corresponding to the second path S2. As the vehicle continues to decelerate on the first path S1 and the engine torque value in the direction corresponding to the second path S2 continues to increase, when the vehicle speed substantially drops to 0 at the end of the first path S1, it can quickly pass through the stop period and start driving on the second path S2 of the vehicle. And at the starting point when shifting to the second path S2, since the engine torque in the direction corresponding to the second path S2 has already increased by a certain torque value, the driving speed of the vehicle on the second path S2 increases faster and the stop period Δt2 becomes shorter. Also, by controlling the vehicle to generate the engine torque value in the direction corresponding to the second path S2 in advance, the jerky feeling of the driving vehicle during the stop period when the vehicle speed substantially becomes 0 can be further reduced or eliminated.

[0022] Continuing to refer to section (f) of Figure 2, in some embodiments, the automatic parking method 100 may further include a step of reducing the output of brake torque to the aforementioned vehicle at a third time point t3 of the first path S1. As described above, by adjusting the engine torque value earlier at the third time point t3 of the first path S1, the vehicle speed in the second path S2 increases more rapidly, further shortening the length of the stopping period Δt2. Therefore, it is possible to stop the output of brake torque to the vehicle at the third time point t3. This allows the vehicle to move from the stopping period Δt2 to the second path S2 even earlier, the vehicle speed in the second path S2 increases even more rapidly, and the time of the stopping period Δt2 is further shortened.

[0023] In the embodiment described above, time t3 may be determined according to the decrease in vehicle speed or distance during stage S1. For example, t3 may be the time when the vehicle speed decreases to 1 kPH or 0.5 kPH during stage S1, or the time when the remaining distance traveled during stage S1 becomes, for example, 0.5 m or 0.3 m. Of course, time t3 may also be determined by considering the driver's continuous parking experience or smooth driving experience during the stop period in the field test. For example, by controlling the engine and brake system at time t3, the driver can experience a smooth driving experience during the transition from S1 to S2.

[0024] FIG. 3 is a schematic diagram showing changes in another exemplary vehicle parameter of the automatic parking method of FIG. 1, and shows further control of engine torque and brake torque in two cases of an uphill (a) and a downhill (b). In some examples, referring to the (a) part of FIG. 3, for the case of automatic parking in an uphill section, the automatic parking method 100 may further include the step of reducing the engine torque output by the vehicle at the fourth time point t4 on the first path S1. In the process of a normal uphill (that is, S1 belongs to an uphill), since the engine needs to maintain a certain torque output to maintain a gentle uphill driving or stop of the vehicle, the torque output by the engine during the stop period is not zero. However, the automatic parking method 100 can gradually reduce the engine torque in advance at the time point t4 in order to accelerate the decrease in the speed of the vehicle on the first path S1. After a short stop period, since the engine torque is low (and thus becomes zero), the vehicle can accelerate faster on the second path S2 (at this time, the vehicle is on a downhill). Therefore, due to the accelerated vehicle speed increase on the second path S2, the stop period Δt (shown as a short time zone by a dotted line in the figure) can be further shortened.

[0025] In some other examples, referring to part (b) of Figure 3, the automatic parking method 100 may further include a step of increasing the engine torque output by the vehicle at the fifth time t5 of the first path S1, in the case of automatic parking on a downhill section. In a normal downhill process (i.e., S1 belongs to a downhill section), the brake system needs to maintain a certain torque output to maintain the vehicle's gradual downhill travel or stop, and at this time, the engine torque is generally low or zero. Therefore, the torque output by the brake system during the stop period is not zero. However, the automatic parking method 100 can increase the engine torque in advance gradually in the reverse direction (i.e., in line with the direction of travel in S2) at time t5. Since the engine torque has already increased after a short stop period, the vehicle can accelerate faster on the second path S2. Therefore, the accelerated decrease in vehicle speed on the first path S1 and the accelerated increase in vehicle speed on the second path S2 can further shorten the stop period Δt (shown as a short time period by a dotted line in the figure).

[0026] In some further examples, referring to part 3(b) of Figure 3, the automatic parking method 100 may further include a step of reducing the brake torque output by the vehicle at a fifth point in the first path when automatic parking is performed on a downhill section. Referring to the above description, the automatic parking method 100 may further gradually reduce the torque output by the brake system at a point t5 in advance in order to accelerate the decrease in the vehicle's speed on the first path S1 in accordance with the engine torque output. After a short stopping period, since the output torque of the brake system has already decreased, the vehicle can accelerate faster on the second path S2 (at which point the vehicle is on an uphill slope). Thus, the accelerated decrease in vehicle speed on the first path S1 and the accelerated increase in vehicle speed on the second path S2 can further shorten the stopping period Δt.

[0027] Figure 4 is a flowchart schematically showing a parking route planning method 400 according to several embodiments. Here, the planned route includes multiple sub-routes, each corresponding to multiple steering wheel rotation angles. Figure 5 is a schematic diagram showing an exemplary parking route of the parking route planning method of Figure 4. Referring to Figure 5, the parking route planning method 400 may include the following steps.

[0028] In step 410, the difference in steering wheel rotation angle between each pair of preceding and succeeding subpaths is identified. Referring to Figure 5, an exemplary example is included, which is a position P0-P2 and a point A1 and A2 within a stopping period in a parking process, where points A1 and A2 are also the end point of a subpath or the start point of the next subpath. The subpath P0-P1 and the subpath P1-P2 form a pair of subpaths, and since an adjustment of the steering wheel rotation angle is required at point A1, it is necessary to identify the magnitude of the difference in steering wheel rotation angle Δθ (i.e., Δθ = ρ2 - ρ1) that needs to be adjusted at point A1 between the subpath P0-P1 and the subpath P1-P2.

[0029] In step 420, the identified difference in steering wheel rotation angles can be compared with a preset difference threshold. In the example above, the difference in steering wheel rotation angles Δθ between the subpath P0-P1 and the subpath P1-P2 is compared with a preset difference threshold. This preset difference threshold may be set as a reference criterion for determining whether the difference in steering wheel rotation angles Δθ is too large, making it difficult to quickly adjust the steering wheel while parked. For example, if it is greater than the preset difference threshold, it may indicate that the difference in steering wheel rotation angles Δθ is too large, making adjustment in a very short stop period inappropriate or difficult.

[0030] In branching step 430, the automatic parking method 100 according to one of the embodiments described above is applied to a pair of subpaths in which the difference in steering wheel rotation angles is smaller than a preset difference threshold. In other words, if it is smaller than the preset difference threshold, it may indicate that the difference in steering wheel rotation angles Δθ is appropriate and suitable for completing the adjustment in a very short stop period. In such cases, the automatic parking method 100 of this disclosure can be applied, that is, the driver can have a continuous and stop-free parking experience by completing the steering wheel change in a short stop time.

[0031] In branching step 440, for pairs of subpaths where the difference in steering wheel rotation angles is greater than a preset difference threshold, the vehicle speed in the previous subpath is reduced to match the stopping period, the steering wheel rotation angle corresponding to the previous subpath is adjusted to the steering wheel rotation angle corresponding to the next subpath during the stopping period, and the vehicle speed is increased in the next subpath. In other words, if the difference is greater than the preset difference threshold, it may indicate that the difference in steering wheel rotation angles Δθ is too large and that a slightly longer stopping period is required for adjustment. In such cases, the adjustment of the steering wheel rotation angles may be completed within a sufficiently long stopping period.

[0032] Then, once branching steps 430 and 440 are completed, the system may return to step 410 and execute method flows 410 to 440 for the next pair of preceding and succeeding subpaths. Based on this, a single automatic parking process may include multiple pairs of preceding and succeeding subpaths, and by sequentially performing processes 410 to 440 for each pair of preceding and succeeding subpaths, the automatic parking method 100 and step 440 are utilized throughout the entire automatic parking process to jointly complete steering wheel adjustment. For example, if the difference Δθ of the steering wheel rotation angle at point A1 is smaller than a preset difference threshold, the automatic parking method 100 can be applied to obtain a continuous parking experience. On the other hand, if the spatial area at point P2 presents challenging conditions for automatic parking, or if the difference Δθ of the steering wheel rotation angle at point A2 is larger than a preset difference threshold, step 440 can be applied to smoothly complete the transition from the P1-P2 subpath to the next subpath.

[0033] Thus, the parking route planning method 400 of this disclosure has high flexibility and robustness, can be adjusted in real time according to the actual conditions of the parking section, and can achieve both a good parking experience for the driver and smooth parking procedures.

[0034] In some embodiments, a preset difference threshold is equal to the maximum steering wheel rotation speed of the vehicle multiplied by the length of the stop period. In one embodiment, for the driver to have a continuous and uninterrupted parking experience, the stop period needs to be shorter than a predetermined time (e.g., 200 milliseconds). Based on this, it can be understood that the maximum steering wheel rotation angle that can be adjusted during the expected stop period is equal to the maximum steering wheel rotation speed multiplied by the length of the stop period. Therefore, by using the value obtained by multiplying the maximum steering wheel rotation speed by the length of the stop period as a preset difference threshold, the driver can have the most continuous parking experience possible.

[0035] Other aspects of this disclosure further provide a computer-readable storage medium which, when executed by a processor, stores instructions for performing an automated parking method or parking path planning method according to any one of the embodiments described above.

[0036] Further aspects of this disclosure provide an electronic device comprising a memory and a processor, the memory storing instructions for, when executed by the processor, to perform an automated parking method or parking path planning method according to any one of the embodiments described above.

[0037] Further other aspects of this disclosure provide a computer program product, which, when executed, is for implementing an automated parking method or parking path planning method according to any one of the embodiments described above.

[0038] Herein, computer-readable storage media, memory, storage units, storage modules, etc., as referred to in this disclosure may include various types of computer-readable storage media and may be any available media that can be accessed by a general-purpose or dedicated computer. For example, computer-readable media include RAM, ROM, EPROM, E 2This may include PROMs, registers, hard disks, removable disks, CD-ROMs or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other temporary or non-temporary media that can be used to hold or store desired program code units having the form of instructions or data structures, and that are accessible by a general-purpose or dedicated computer or a general-purpose or dedicated processor. The above combinations should also be included within the scope of protection of computer-readable media. An exemplary storage medium is coupled to the processor so that the processor can read or write information to or from the storage medium. Alternatively, the storage medium may be integrated into the processor. The processor and storage medium may be implemented, for example, within an ASIC. The ASIC may be implemented, for example, within an automotive system, MCU, or ECU. Alternatively, the processor and storage medium may be implemented as separate components within an automotive system, MCU, or ECU.

[0039] Further aspects of this disclosure provide a vehicle comprising an electronic device and / or a computer-readable storage medium according to any one embodiment of this disclosure. The vehicles referred to in this disclosure are intended to represent any suitable vehicle having a drive system such as, for example, a fuel-powered vehicle, a hybrid vehicle, an electric vehicle, or a plug-in hybrid electric vehicle.

[0040] The above has mainly described the automated parking method and parking path planning method, computer program product, computer-readable storage medium and electronic device of this disclosure. Although only some specific embodiments of this disclosure have been described, those skilled in the art will be able to implement this disclosure in many other forms without departing from its essence and scope. Accordingly, the examples and embodiments shown are illustrative and not limiting, and this disclosure may be made to include various modifications and substitutions without departing from the spirit and scope of this disclosure as defined by the appended claims.

Claims

1. An automatic parking method wherein the automatic parking path includes a first path and a second path, and there is a stopping period in the section between the first path and the second path where the vehicle speed is substantially zero, and the first path and the second path correspond to a first steering wheel rotation angle and a second steering wheel rotation angle, respectively. A step of reducing the first steering wheel rotation angle to a third steering wheel rotation angle from a first point in the first path to the start of the stop period, During the aforementioned stop period, the third steering wheel rotation angle is adjusted to the fourth steering wheel rotation angle, From the end of the aforementioned stop period until the second time point in the second path, the third steering wheel rotation angle is increased to the second steering wheel rotation angle; An automatic parking method characterized by including the following.

2. The automatic parking method according to claim 1, further comprising the step of increasing the output of the engine torque of the vehicle at a third point in the first path.

3. The automatic parking method according to claim 2, further comprising the step of reducing the output of the brake torque of the vehicle at the third time point of the first path.

4. The automatic parking method according to claim 1, further comprising the step of reducing the output of the vehicle's engine torque at a fourth point in the first path when automatic parking occurs on an uphill section.

5. The automatic parking method according to claim 1, further comprising the step of increasing the output of the vehicle's engine torque at a fifth point in the first path, in the case of automatic parking on a downhill section.

6. The automatic parking method according to claim 1, further comprising the step of reducing the output of the brake torque of the vehicle at the fifth time point of the first path in the case of automatic parking on a downhill section.

7. A parking route planning method, wherein the parking route plan includes a plurality of sub-routes, and each of the plurality of sub-routes corresponds to a plurality of steering wheel rotation angles, A step of identifying the difference in steering wheel rotation angle between each pair of front and rear subpaths, The steps include comparing the difference in steering wheel rotation angles with a preset threshold for the difference, The steps include applying the automatic parking method according to any one of claims 1 to 6 to a pair of subpaths where the difference in steering wheel rotation angles is smaller than the preset difference threshold, For a pair of subpaths where the difference in steering wheel rotation angles is greater than the preset difference threshold, In the previous sub-path, the vehicle's speed is reduced to substantially zero before entering a stopping period. During the aforementioned stop period, the steering wheel rotation angle corresponding to the previous subpath is adjusted to the steering wheel rotation angle corresponding to the next subpath. In the next sub-path, increase the speed of the vehicle. Steps and A method for planning parking routes, characterized by including the following:

8. The parking route planning method according to claim 7, characterized in that the preset threshold for the difference is equal to the maximum steering wheel rotation speed of the vehicle multiplied by the length of the stopping period.

9. A computer-readable storage medium characterized in that, when executed by a processor, it stores instructions for carrying out the method described in any one of claims 1 to 8.

10. A computer program product comprising a computer program, characterized in that when the computer program is executed, the method described in any one of claims 1 to 8 is performed.

11. An electronic device comprising memory and a processor, wherein, when executed by the processor, instructions for carrying out the method according to any one of claims 1 to 8 are stored in the memory.

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