Parking method and device, and vehicle

Abstract

A parking method (400), comprising: when a vehicle is in an interactive locking state with a first obstacle in the process of automatically pulling into a target parking space, acquiring a first temporary parking pose; planning a first path of the vehicle traveling from a current pose to the first temporary parking pose; and controlling the vehicle to travel to the first temporary parking pose on the basis of the first path. Also provided are a parking device (900), a vehicle (100), a computer-readable storage medium, a computer program product, and a chip. The parking method can be applied to an intelligent vehicle or an electric vehicle, the intelligence degree of the vehicle during automatic parking can be improved, and the parking experience of a user can be improved.

Description

Parking method, device and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on March 8, 2024, with application number 202410268788.8 and invention name “Parking method, device and vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of intelligent driving, and more specifically, to a parking method, device and vehicle. Background Art

[0003] Automatic parking (AP) refers to the automatic parking of a vehicle, meaning that the autonomous driving system can semi- or fully automatically help the user park the vehicle into a parking space. This includes automatic parking assist (APA), remote parking assist (RPA), and automatic valet parking (AVP).

[0004] While the vehicle is automatically parking into a target parking space, it may become locked with other vehicles, causing a traffic jam. In this case, the driver must take over and use the automatic parking function to park into the target space after the traffic jam has eased. This results in a lower level of intelligence during the automatic parking process and a poor parking experience for the user. Summary of the Invention

[0005] The present application provides a parking method, device, and vehicle, which help to improve the intelligence level of the vehicle during automatic parking and also help to improve the user's parking experience.

[0006] In a first aspect, a parking method is provided, the method comprising: obtaining a first temporary parking position when a vehicle is in an interactively locked state with a first obstacle during the process of automatically parking into a target parking space; planning a first path for the vehicle to travel from a current position to the first temporary parking position; and controlling the vehicle to travel to the first temporary parking position according to the first path.

[0007] Based on the above technical solution, when the vehicle is interactively locked with the first obstacle, a temporary parking position can be obtained and a path from the current position to the temporary parking position can be planned. In this way, by controlling the vehicle to move along this path to the temporary parking position, traffic congestion can be alleviated and the interactive locking state can be resolved. At the same time, this process does not require driver intervention, which helps to improve the vehicle's intelligence during automatic parking and thus enhance the user's parking experience.

[0008] In some possible implementations, when the vehicle is in the first temporary parking position, the interactive locking state between the vehicle and the first obstacle can be released.

[0009] In some possible implementations, the first obstacle is another vehicle, and the method further includes: determining that the vehicle and the other vehicle are mutually locked when the front of the other vehicle is facing the front of the vehicle and the vehicle cannot start within a preset time period; or determining that the vehicle and the other vehicle are mutually locked when the difference between the sum of the widths of the vehicle and the other vehicles traveling side by side and the width of a passage is less than or equal to a preset difference. For example, the passage may be a passage through which the vehicle and the other vehicles pass.

[0010] In some possible implementations, when the vehicle is in an interactively locked state with a first obstacle during the process of automatically parking into a target parking space, a first temporary parking posture is obtained, including: when the vehicle and the dynamic obstacle cannot move according to their respective intended intentions during the process of automatically parking into the target parking space, the first temporary parking posture is obtained.

[0011] In some possible implementations, when the vehicle is parked into a target parking space via the AVP, it is locked with a first obstacle, and the first temporary parking posture is a posture within the temporary parking space. The method further includes: sending a first instruction to the mobile terminal, the first instruction prompting the user whether to park the vehicle in the temporary parking space. Thus, upon receiving the first instruction, the mobile terminal can prompt the user whether to park the vehicle in the temporary parking space.

[0012] In some possible implementations, the method further includes: receiving a second instruction from the mobile terminal, the second instruction being used to instruct the vehicle to park in the temporary parking space; and in response to receiving the second instruction, locking and powering off the vehicle after parking in the temporary parking position. This ensures that traffic congestion is quickly alleviated and that the vehicle can be quickly parked in the parking space.

[0013] In some possible implementations, the method further includes: sending the information of the temporary parking space to the mobile terminal.

[0014] In some possible implementations, the method further includes: when no second instruction sent by the mobile terminal is received within a preset time period from sending the first instruction to the mobile terminal, or when a third instruction sent by the mobile terminal is received, when the interactive locking state is released, continuing to control the vehicle to park in the target parking space, the third instruction instructing the vehicle to be parked in the target parking space.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: obtaining at least one item of road structure information, the current position of the vehicle, and information of empty parking spaces around the vehicle; wherein, obtaining the first temporary parking position includes: determining the first temporary parking position based on at least one item of the road structure information, the current position, and information of the empty parking space.

[0016] Based on the above technical solution, the first temporary parking position can be determined based on at least one of the vehicle's road structure information, current position, and information about available parking spaces around the vehicle. This can make the temporary parking position more reasonable, thereby effectively alleviating traffic congestion.

[0017] In some possible implementations, the road structure information may include at least one of information about a centerline of the road structure and a width of the road.

[0018] In some possible implementations, the empty parking spaces around the vehicle may also be referred to as vacant parking spaces. The vacant parking spaces may be vacant parking spaces around the vehicle that are identified by the vehicle when the vehicle is locked with the first obstacle.

[0019] In some possible implementations, the first temporary parking posture may include a posture outside the parking space (for example, a temporary parking posture parked by the roadside or a temporary parking posture on the side of the road) or a posture in a parking space (for example, a posture in an empty parking space).

[0020] In combination with the first aspect, in certain implementations of the first aspect, the first temporary stopping posture is determined based on at least one of the road structure information, the current posture, and the information of the empty parking space, including: obtaining a first temporary stopping posture set; when the distance between at least some of the temporary stopping postures in the first temporary stopping posture set and the obstacle is less than or equal to a first preset distance, adjusting and screening the at least some of the temporary stopping postures according to the preset adjustment distance to obtain a second temporary stopping posture set, and the distance between each temporary stopping posture in the second temporary stopping posture set and the obstacle is greater than the first preset distance; determining the first temporary stopping posture from the second temporary stopping posture set based on at least one of the road structure information, the current posture, and the information of the empty parking space.

[0021] Based on the above technical solution, at least some of the temporary parking postures in the first temporary parking posture set can be adjusted and screened by a preset adjustment distance, and then the first temporary parking posture can be determined from the screened second temporary parking posture set based on at least one of the road structure information, the current posture, and the information of the empty parking space. In this way, by adjusting and screening the temporary parking postures by a preset adjustment distance, the vehicle can select the first temporary parking posture from a smaller number of temporary parking postures that are farther away from obstacles, which helps to improve the efficiency of determining the temporary parking posture and thus helps to improve parking efficiency.

[0022] In combination with the first aspect, in certain implementations of the first aspect, the first temporary stopping posture is a posture that is not in a parking space, and the first temporary stopping posture is determined from the second temporary stopping posture set, including: determining the first temporary stopping posture from the second temporary stopping posture set based on at least one of the angle between the orientation of each temporary stopping posture in the second temporary stopping posture set and the orientation of the current posture, and the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

[0023] In some possible implementations, the angle between the orientation of the first temporary stopping position and the orientation of the vehicle's current position is less than or equal to a preset angle, and / or the angle between the orientation of the first temporary stopping position and the tangent direction of the center line of the road structure closest to the first temporary stopping position is less than or equal to a second preset angle.

[0024] In combination with the first aspect, in certain implementations of the first aspect, the first temporary parking posture is a posture within the empty parking space, and determining the first temporary parking posture from the second temporary parking posture set includes: determining the first temporary parking posture from the second temporary parking posture set based on the length by which each temporary parking posture in the second temporary parking posture set exceeds the parking space line of the empty parking space.

[0025] Based on the above technical solution, when the first temporary parking posture is within an empty parking space (or temporary parking space), the projection of the first temporary parking posture on the ground can be allowed to extend beyond the parking space line of the empty parking space by a certain length. This can further expand the range of temporary parking posture options and improve parking efficiency when parking in the empty parking space, helping to alleviate traffic congestion as quickly as possible and improving the user's parking experience.

[0026] In combination with the first aspect, in certain implementations of the first aspect, the first temporary stop posture is determined from the second temporary stop posture set based on at least one of the road structure information, the current posture and the information of the empty parking space, including: screening the second temporary stop posture set according to at least one of the road structure information, the current posture and the information of the empty parking space to obtain a third temporary stop posture set, the third temporary stop posture set including multiple temporary stop postures; determining the first temporary stop posture from the multiple temporary stop postures based on the cost of the vehicle reaching each of the multiple temporary stop postures, the probability of each temporary stop posture obstructing other vehicles from passing, and at least one of a first angle, the first angle being the angle between the orientation of each temporary stop posture and the tangent direction of the center line of the road structure closest to each temporary stop posture.

[0027] Based on the above technical solution, by considering the cost of each temporary parking posture, the probability that each temporary parking posture obstructs the passage of other vehicles, and the angle between each temporary parking posture and the tangent direction of the nearest road structure centerline, the first temporary parking posture can be determined from multiple temporary parking postures. In this way, the cost of the vehicle reaching the first temporary parking posture is relatively low, the probability that the first temporary parking posture obstructs the passage of other vehicles is relatively low, and the first temporary parking posture is more consistent with the vehicle's intention, which helps to further improve parking efficiency and thus helps to enhance the user's parking experience.

[0028] In some possible implementations, the cost of each temporary stop posture includes one or more of the distance cost between the temporary stop posture and the vehicle, the angle cost between the orientation of the temporary stop posture and the orientation of the vehicle's current posture, or the gear shifting cost of the vehicle moving from the current posture to the temporary stop posture.

[0029] In some possible implementations, the probability that the temporary stop posture blocks other vehicles from passing includes at least one of whether the intended path of the other vehicle intersects (or partially overlaps) with the temporary stop posture and the remaining channel width after the vehicle reaches the temporary stop posture.

[0030] In combination with the first aspect, in certain implementations of the first aspect, the process of the vehicle automatically parking into the target parking space includes a parking phase, and the first temporary parking posture is determined from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability of each temporary parking posture obstructing other vehicles from passing, and at least one of the first angles, including: when the vehicle is in an interactively locked state with the first obstacle in the parking phase, the first temporary parking posture is determined from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability of each temporary parking posture obstructing other vehicles from passing, the first angle, and at least one of the distance costs between each temporary parking posture and the target parking space.

[0031] Based on the above technical solution, during the parking stage, the distance cost between the temporary parking position and the target parking space can also be considered. This can avoid the temporary parking position being too far away from the target parking space, help improve the parking efficiency during the parking stage, and thus help improve the user's parking experience.

[0032] In combination with the first aspect, in certain implementations of the first aspect, before controlling the vehicle to travel to the first temporary parking position according to the first path, the method also includes: determining the number of gear changes when the vehicle travels along the first path, and / or the probability of the vehicle encroaching on the intended path of other vehicles when traveling along the first path meets preset conditions.

[0033] Based on the above technical solution, by considering the number of gear shifts and the probability of encroaching on the intended path of other vehicles, it is possible to ensure that the traffic congestion is alleviated while the vehicle travels to the first temporary parking position faster.

[0034] In combination with the first aspect, in certain implementations of the first aspect, determining the first temporary parking posture from the multiple temporary parking postures includes: determining the first temporary parking posture from the multiple temporary parking postures through a first thread, and determining the first path from one or more paths through the first thread; planning the first path for the vehicle to travel from the current posture to the first temporary parking posture includes: planning one or more paths through a second thread.

[0035] Based on the above technical solution, the first thread can perform the screening of temporary parking postures and paths, and the second thread can perform the path planning process. In this way, through the cooperation of the first and second threads, the screening of temporary parking postures and paths and path planning can be carried out in parallel, which helps to improve the efficiency of vehicle path planning and thus helps to improve the efficiency of alleviating traffic congestion.

[0036] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: when the vehicle interacts and locks with a second obstacle while traveling along the first path to the first temporary parking position, stopping traveling along the first path and obtaining a second temporary parking position; planning a second path for the vehicle to travel from the current position to the second temporary parking position; and controlling the vehicle to travel to the second temporary parking position according to the second path.

[0037] Based on the above technical solution, if the vehicle is interactively locked with the second obstacle while traveling to the first temporary parking position, the vehicle can stop traveling along the first path, re-acquire the second temporary parking position, and re-plan a second path to the second temporary parking position. In this way, by controlling the vehicle to travel along the second path to the second temporary parking position, it helps to simultaneously release the interactive locking state with the first obstacle and the interactive locking state with the second obstacle. At the same time, no driver intervention is required during this process, which helps to improve the vehicle's intelligence level during automatic parking, thereby helping to enhance the user's parking experience.

[0038] In combination with the first aspect, in certain implementations of the first aspect, the method further includes: before the vehicle travels along the first path to the first temporary parking position, when the interactive locking state is released, controlling the vehicle to stop traveling along the first path and continue to automatically park in the target parking space.

[0039] Based on the above technical solution, if the vehicle detects that the interaction state has been terminated before it reaches the first temporary parking position along the first path, it can stop traveling along the first path and switch to automatically parking in the target parking space. This helps improve parking efficiency and thus enhances the user's parking experience.

[0040] In a second aspect, a parking device is provided, which includes: an acquisition unit for acquiring a first temporary parking position when the vehicle is in an interactive locking state with a first obstacle during the process of automatically parking into a target parking space; a path planning unit for planning a first path for the vehicle to travel from a current position to the first temporary parking position; and a control unit for controlling the vehicle to travel to the first temporary parking position according to the first path.

[0041] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is specifically used to: obtain at least one item of road structure information, the current position of the vehicle, and information on empty parking spaces around the vehicle; and determine the first temporary parking position based on at least one item of the road structure information, the current position, and information on the empty parking spaces.

[0042] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is specifically used to: acquire a first temporary stop posture set; when the distance between at least some of the temporary stop postures in the first temporary stop posture set and the obstacle is less than or equal to a first preset distance, adjust and screen the at least some of the temporary stop postures according to the preset adjustment distance to obtain a second temporary stop posture set, and the distance between each temporary stop posture in the second temporary stop posture set and the obstacle is greater than the first preset distance; determine the first temporary stop posture from the second temporary stop posture set according to at least one of the road structure information, the current posture and the information of the empty parking space.

[0043] In combination with the second aspect, in certain implementations of the second aspect, the first temporary stopping posture is a posture that is not in a parking space, and the acquisition unit is specifically used to: determine the first temporary stopping posture from the second temporary stopping posture set based on at least one of the angle between the orientation of each temporary stopping posture in the second temporary stopping posture set and the orientation of the current posture, and the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

[0044] In combination with the second aspect, in certain implementations of the second aspect, the first temporary parking posture is a posture within the empty parking space, and the acquisition unit is specifically used to: determine the first temporary parking posture from the second temporary parking posture set based on the length of each temporary parking posture in the second temporary parking posture set exceeding the parking space line of the empty parking space.

[0045] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is specifically used to: screen the second temporary stopping posture set according to at least one of the road structure information, the current posture and the information of the empty parking space to obtain a third temporary stopping posture set, where the third temporary stopping posture set includes multiple temporary stopping postures; determine the first temporary stopping posture from the multiple temporary stopping postures according to the cost of the vehicle reaching each of the multiple temporary stopping postures, the probability that each temporary stopping posture hinders the passage of other vehicles and at least one of the first angles, where the first angle is the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

[0046] In combination with the second aspect, in certain implementations of the second aspect, the process of the vehicle automatically parking into the target parking space includes a parking stage, and the acquisition unit is specifically used to: when the vehicle is in an interactively locked state with the first obstacle in the parking stage, determine the first temporary parking posture from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability of each temporary parking posture hindering the passage of other vehicles, the first angle, and at least one of the distance costs between each temporary parking posture and the target parking space.

[0047] In combination with the second aspect, in certain implementations of the second aspect, the device also includes a determination unit, which is used to determine the number of gear changes of the vehicle when traveling along the first path, and / or the probability of the vehicle encroaching on the intended path of other vehicles when traveling along the first path meets preset conditions before the control unit controls the vehicle to travel to the first temporary parking position.

[0048] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is specifically used to: determine the first temporary stopping posture from the multiple temporary stopping postures through the first thread; the determination unit is specifically used to: determine the first path from the one or more paths through the first thread; the path planning unit is specifically used to: plan one or more paths through the second thread.

[0049] In combination with the second aspect, in certain implementations of the second aspect, the control unit is further used to control the vehicle to stop traveling along the first path when the vehicle interacts and locks with a second obstacle during the process of traveling along the first path to the first temporary parking position; the acquisition unit is also used to obtain the second temporary parking position; the path planning unit is also used to plan a second path for the vehicle to travel from the current position to the second temporary parking position; the control unit is also used to control the vehicle to travel to the second temporary parking position according to the second path.

[0050] In combination with the second aspect, in certain implementations of the second aspect, the control unit is further used to control the vehicle to stop traveling along the first path and continue to automatically park in the target parking space when the interactive locking state is released before the vehicle travels along the first path to the first parking position.

[0051] In a third aspect, the present application provides a parking device, which includes a processor and a memory, wherein the memory is used to store instructions, and the processor executes the instructions stored in the memory to enable the device to perform any possible method in the first aspect.

[0052] In a fourth aspect, the present application provides a vehicle comprising any possible device in the second aspect or the third aspect.

[0053] In a fifth aspect, the present application provides a computer program product, comprising: a computer program code, which, when executed on a computer, enables the computer to execute any possible method in the first aspect.

[0054] It should be noted that the above-mentioned computer program code can be stored in whole or in part on the first storage medium, wherein the first storage medium can be packaged together with the processor or separately packaged with the processor, and the embodiments of the present application do not specifically limit this.

[0055] In a sixth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a program code. When the computer program code runs on a computer, the computer executes any possible method in the first aspect above.

[0056] In a seventh aspect, the present application provides a chip system comprising a processor for calling a computer program or computer instructions stored in a memory so that the processor executes any possible method in the above-mentioned first aspect.

[0057] In combination with the seventh aspect, in a possible implementation, the processor is coupled to the memory through an interface.

[0058] In combination with the seventh aspect, in a possible implementation, the chip system also includes a memory, in which a computer program or computer instructions are stored.

[0059] In an eighth aspect, the present application provides a chip system including a circuit for executing any possible method in the first aspect above. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] FIG1 is a functional block diagram of a vehicle provided in an embodiment of the present application.

[0061] FIG2 is a schematic diagram of the system architecture provided in an embodiment of the present application.

[0062] FIG3 is a schematic diagram of a parking scenario provided in an embodiment of the present application.

[0063] FIG4 is a schematic flowchart of a parking method provided in an embodiment of the present application.

[0064] FIG5 is a schematic flowchart of a method for generating a temporary stop posture according to an embodiment of the present application.

[0065] 6-14 are schematic diagrams of temporary parking postures in several parking scenarios provided in embodiments of the present application.

[0066] FIG15 is a schematic flowchart of a temporary parking and real-time scoring method based on an asynchronous architecture provided in an embodiment of the present application.

[0067] 16-19 are another schematic diagram of the parking scenario provided in an embodiment of the present application.

[0068] FIG20 is a schematic flow chart of the parking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0069] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is only a way to describe the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. "At least one" means one or more. For example, "at least one of A and B" is similar to "A and / or B", describing the association relationship of associated objects, indicating that there can be three kinds of relationships, for example, at least one of A and B can mean: A exists alone, A and B exist at the same time, and B exists alone.

[0070] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.

[0071] Figure 1 is a functional block diagram of a vehicle 100 provided in an embodiment of the present application. The vehicle 100 may include a perception system 110, a computing platform 120 and a display device 130, wherein the perception system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 110 may include a positioning system, and the positioning system may be a global positioning system (GPS), or a BeiDou system or other positioning systems. For another example, the perception system 110 may include one or more of an inertial measurement unit (IMU), an acceleration sensor, a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device. Exemplarily, the acceleration sensor may include a sensor for detecting the acceleration signal of an air suspension system, or may also include a sensor for the acceleration signal of an ESC.

[0072] Some or all functions of the vehicle 100 may be controlled by a computing platform 120. The computing platform 120 may include one or more processors, such as processors 121 to 12n (n is a positive integer). A processor is a circuit capable of processing signals. In one implementation, the processor may be a circuit capable of reading and executing instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), or a digital signal processor (DSP). In another implementation, the processor may implement certain functions through the logical relationships of a hardware circuit. The logical relationships of the hardware circuit may be fixed or reconfigurable. For example, the processor may be a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration file to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, the processor may also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions, and some or all of the processors 121 to 12n may call the instructions in the memory to implement corresponding functions.

[0073] The display devices 130 in the cockpit are mainly divided into two categories: the first is the vehicle-mounted display screen; the second is a projection display screen, such as a head-up display (HUD). The vehicle-mounted display screen is a physical display screen and a key component of the in-vehicle infotainment system. The cockpit can be equipped with multiple displays, such as the digital instrument panel, the central control screen, the display in front of the front passenger (also known as the front passenger), the display in front of the left rear passenger, and the display in front of the right rear passenger. Even the vehicle windows can serve as display screens. A head-up display, also known as a head-up display system, is primarily used to display driving information such as speed and navigation on a display device in front of the driver (such as the windshield). This reduces the driver's gaze shift time, avoids pupil changes caused by the driver's gaze shift, and improves driving safety and comfort. HUDs include, for example, combiner-HUD (C-HUD), windshield-HUD (W-HUD), and augmented reality HUD (AR-HUD). It should be understood that other types of HUD systems may appear as technology evolves, and this application is not limited to this.

[0074] The above display device 130 is described by taking a vehicle-mounted display screen and a projection display screen as examples, and the embodiments of the present application are not limited thereto. For example, the display device 130 can also be a light display screen or a projection screen.

[0075] Vehicle 100 may include an advanced driving assistance system (ADAS). The ADAS utilizes various sensors on the vehicle (including, but not limited to, lidar, millimeter-wave radar, cameras, ultrasonic sensors, global positioning systems, and inertial measurement units) to acquire information from the vehicle's surroundings. The ADAS analyzes and processes this information to implement functions such as obstacle detection, object recognition, vehicle positioning, path planning, and driver monitoring / alerting, thereby enhancing the safety, automation, and comfort of vehicle driving. Based on artificial intelligence algorithms and information acquired by multiple sensors, the ADAS can provide different levels of automated driving assistance at different levels of automated driving (L0-L5). These levels are based on the grading standards of the Society of Automotive Engineers (SAE). Level 0 is no automation; Level 1 is driving assistance; Level 2 is partial automation; Level 3 is conditional automation; Level 4 is high automation; and Level 5 is full automation. At levels L1-L3, monitoring and responding to road conditions are performed jointly by the driver and the system, with the driver also taking over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transition to a passenger role. For example, automated parking can include APA, RPA, and AVP. With APA, the driver doesn't need to operate the steering wheel, but still needs to control the accelerator and brakes from within the vehicle. With RPA, the driver can remotely park the vehicle from outside using a terminal (such as a mobile phone). With AVP, the vehicle can park without a driver. In terms of corresponding autonomous driving levels, APA is approximately at Level 1, RPA is approximately at Level 2-3, and AVP is approximately at Level 4.

[0076] For example, FIG2 shows a schematic diagram of the system architecture provided by an embodiment of the present application. The system architecture includes ADAS and vehicle hardware. From a logical function perspective, ADAS can include three main functional modules: a perception system 110, a planning system 220, and a control system 230. The perception system 110 perceives the surrounding environment of the vehicle body through sensors and inputs corresponding real-time data into the planning system 220. The planning system 220 plans the parking trajectory based on the information obtained by the perception module 210 and sends the planned parking trajectory to the control system 230. The control system 230 receives the parking trajectory information from the planning system 220 and controls the vehicle based on the parking trajectory. For example, the control system 230 can control the vehicle's hardware, thereby enabling the vehicle to change lanes, turn, brake, etc.

[0077] In an embodiment of the present application, the perception system 110 can extract information about obstacles and parking spaces in the surrounding environment and send it to the planning system 220 for further processing. The planning system 220 receives the perception information sent by the perception system 110, plans a parking trajectory that can complete the end-to-end task, and sends it to the control system 230. After receiving the information from the planning system 220, the control system 230 sends the control instructions to the vehicle's hardware to perform actual closed-loop vehicle control. The embodiment of the present application has made relevant improvements in the planning system 220, and avoids traffic jams or traffic congestion by actively temporarily stopping when meeting other vehicles, which helps to improve traffic efficiency.

[0078] The above planning system 220 and control system 230 may be located in the above computing platform 120 .

[0079] In one embodiment, the vehicle 100 can also interact with electronic devices (e.g., mobile phones) via a network. For example, in an unmanned parking scenario, the vehicle 100 can send information about the planned parking trajectory to a mobile phone, allowing the user to view the parking process of the vehicle 100 through the mobile phone.

[0080] As shown above, when the vehicle is in the process of automatically parking into the target parking space, it may be locked with other vehicles and cause traffic jams. In this case, the driver needs to take over the vehicle to alleviate the traffic jam. This will result in a low level of intelligence in automatic parking and a poor parking experience for users. Taking the AVP function as an example, when passing a certain intersection during the cruising phase, the vehicle may be locked with other vehicles and cause traffic jams. The vehicle cannot automatically adjust according to the changes in the complex dynamic interactive environment, but needs to use a prompt device (for example, a display device) to prompt the driver to intervene to alleviate the traffic jam.

[0081] The embodiments of the present application provide a parking method, apparatus, and vehicle that, when a vehicle is locked with an obstacle, can obtain a temporary parking position and plan a path from the current position to the temporary parking position. By controlling the vehicle to travel along the path to the temporary parking position, traffic congestion can be alleviated, helping to resolve the interactive locking state. Furthermore, this process eliminates the need for driver intervention, helping to enhance the vehicle's intelligence during automatic parking and, consequently, the user's parking experience.

[0082] For example, FIG3 shows a schematic diagram of a parking scenario provided in an embodiment of the present application.

[0083] As shown in Figure 3(a), while parking into a target parking space based on its parking trajectory, vehicle 100 passes through an intersection, where it intersects with vehicle 200 traveling in the opposite direction. Because the intersection is too small for vehicles 100 and 200 to pass side by side, a cross-locking may occur, causing a traffic jam.

[0084] As shown in Figure 3(b), while parking into the target parking space based on the parking trajectory, vehicle 100 passes through a narrow intersection, where it intersects with vehicle 200 traveling in the opposite direction. Because the dimension D of the narrow intersection is insufficient for vehicles 100 and 200 to pass side by side, a cross-locking may occur, causing a traffic jam.

[0085] In the parking scenarios shown in (a) and (b) in Figure 3 above, when vehicle 100 and vehicle 200 are interactively locked, vehicle 100 can determine a temporary parking posture and plan a path from the current position to the temporary parking posture. Vehicle 100 can drive to the temporary parking posture according to the path. When the interactive locking state is released, vehicle 100 can continue to automatically park in the target parking space. In an embodiment of the present application, for the above-mentioned intersections, narrow intersections and narrow road turns, when the self-vehicle (e.g., vehicle 100) and the other vehicle (e.g., vehicle 200) are interactively locked, the self-vehicle can take the initiative to temporarily stop and give up the road, thereby alleviating the current traffic congestion.

[0086] For example, the process of parking a vehicle into a target parking space using the AVP function includes a cruising phase and a parking phase. If a vehicle locks with another vehicle during the cruising phase, the vehicle will plan a temporary parking route to the curb or a temporary parking space. The vehicle does not need to wait for an extended period of time and can brake to a stop and quickly return to its cruising mission after the other vehicle passes.

[0087] For example, if a deadlock occurs between the other vehicle and the vehicle during parking, the vehicle can temporarily stop by the roadside to give up the current path. After the other vehicle passes, the vehicle can resume parking in the target parking space. Multiple dynamic temporary stops can be made during the parking process to repeatedly resolve the deadlock.

[0088] FIG4 shows a schematic flow chart of a parking method 400 provided in an embodiment of the present application. Method 400 may be executed by the vehicle 100, or by the computing platform 120, or by a system consisting of the computing platform 120 and the perception system 110, or by a system-on-a-chip (SoC) in the computing platform 120, or by a processor, chip, or circuit in the computing platform 120, or by the planning system 220. Method 400 includes:

[0089] S410 , when the vehicle is in an interactive locking state with a first obstacle during the process of automatically parking into a target parking space, a first temporary parking posture is obtained.

[0090] Optionally, the method 400 further includes: obtaining at least one of road structure information, the current position of the vehicle, and information on empty parking spaces around the vehicle; wherein, obtaining the first temporary parking position includes: determining the first temporary parking position based on at least one of the road structure information, the current position, and information on the empty parking space.

[0091] Exemplarily, the road structure information may include at least one of information on a centerline of the road structure and a width of the road.

[0092] Exemplarily, the first obstacle may be a dynamic obstacle, such as other vehicles, motorcycles, non-motor vehicles, etc.

[0093] Optionally, the first temporary stopping posture is determined based on at least one of the road structure information, the current posture and the information of the empty parking space, including: obtaining a first temporary stopping posture set; when the distance between at least part of the temporary stopping postures in the first temporary stopping posture set and the obstacle is less than or equal to a first preset distance, adjusting and screening the at least part of the temporary stopping postures according to the preset adjustment distance to obtain a second temporary stopping posture set, and the distance between each temporary stopping posture in the second temporary stopping posture set and the obstacle is greater than the first preset distance; determining the first temporary stopping posture from the second temporary stopping posture set based on at least one of the road structure information, the current posture and the information of the empty parking space.

[0094] The above obstacles may include static obstacles (eg, pillars, walls, other vehicles parked in the parking space, etc.) and dynamic obstacles.

[0095] The following describes the generation of a temporary parking posture by the vehicle 100 when interactive locking occurs, the scoring of the temporary parking posture, the trajectory planning for temporary parking based on an asynchronous architecture, and the real-time scoring method for the trajectory.

[0096] For example, FIG5 shows a schematic flow chart of a method 500 for generating a temporary stop posture according to an embodiment of the present application. The method 500 may be a possible implementation of step S410. The method 500 includes:

[0097] S501 , extracting road structure information based on data collected by the perception system 110 .

[0098] Exemplarily, the road structure information includes information such as road boundaries, road centerlines, and road width.

[0099] S502 : Generate a temporary stop posture set 1 based on the road boundary. The temporary stop posture set 1 includes a plurality of temporary stop postures.

[0100] The above-mentioned multiple temporary parking postures include the posture of the vehicle 100 parking by the roadside and the posture of the vehicle 100 parking in an empty parking space.

[0101] The above-mentioned multiple temporary parking postures are postures for temporary parking generated by the vehicle 100 in order to avoid the first obstacle (for example, the above-mentioned vehicle 200).

[0102] For example, a plurality of temporary stop postures are generated at certain intervals in the traveling direction of the vehicle 100 and around the vehicle 100 , and the angle between the orientation of each temporary stop posture and the orientation of the current posture of the vehicle 100 can be any angle.

[0103] For example, if there is an empty parking space around the vehicle 100 at this time, the temporary parking posture of the vehicle when it is parked in the empty parking space can be extracted. The temporary parking posture can include the posture of the front of the vehicle 100 after parking in the empty parking space and the posture of the rear of the vehicle 100 after parking in the empty parking space.

[0104] Since vehicle 100 is temporarily parking in the empty parking space to alleviate traffic congestion, if the surrounding conditions of the empty parking space meet (for example, there are no other vehicles parked in the surrounding parking spaces), vehicle 100 may be allowed to park in the empty parking space in a temporary parking posture, pressing against the parking space line, or exceeding the parking space line by a preset threshold d. The posture within the empty parking space is not subject to the angle restrictions described below.

[0105] S503 : Adjust and filter the temporary stop postures in the temporary stop posture set 1 according to the road structure information to obtain a temporary stop posture set 2 .

[0106] Exemplary, some of the temporary stop postures in the temporary stop posture set 1 generated in the above-mentioned S502 may be in contact with an obstacle or too close to the obstacle. In S503, based on the temporary stop posture set 1 generated in S502, within a certain adjustment limit (for example, a preset threshold value a), these temporary stop postures can be adjusted in different directions until the distance between the temporary stop posture and the obstacle can avoid a collision between the vehicle 100 and the obstacle. If the temporary stop posture still contacts with the obstacle or is too close when exceeding the adjustment limit, the temporary stop posture is deleted. Finally, after the temporary stop posture in the temporary stop posture set 1 is adjusted and screened, a temporary stop posture set 2 can be obtained.

[0107] For example, temporary stop posture set 1 includes temporary stop posture 1, which is in contact with a pillar. The planning system 220 can adjust temporary stop posture 1 based on the adjustment limit. If the adjustment limit is within the temporary stop posture 1, the temporary stop posture 2 can be adjusted to temporary stop posture 2, so that temporary stop posture 2 does not contact the pillar. In this way, the planning system 220 can replace temporary stop posture 1 with temporary stop posture 2.

[0108] For another example, temporary stop posture set 1 includes temporary stop posture 3, which is in contact with a pillar. Planning system 220 can adjust temporary stop posture 3 based on the adjustment limit. If, within the adjustment limit, temporary stop posture 3 still contacts the pillar when adjusted to any other posture, planning system 220 can delete temporary stop posture 3.

[0109] The adjustment of the temporary parking posture in the above S503 may be made in any direction. The purpose of adjusting the temporary parking posture is to prevent the adjusted temporary parking posture from contacting an obstacle.

[0110] S504 , filtering the temporary stop postures in the temporary stop posture set 2 according to the angle between the orientation of the temporary stop posture and the orientation of the current posture of the vehicle 100 to obtain a temporary stop posture set 3 .

[0111] The object screened in the above S504 may be the temporary parking posture for parking on the roadside in the temporary parking posture set 2.

[0112] For example, the temporary stop posture set 2 includes the temporary stop posture 4. If the angle between the orientation of the temporary stop posture 4 and the orientation of the current posture of the vehicle 100 is greater than a preset threshold b, the temporary stop posture 4 is deleted.

[0113] For example, the temporary stop posture set 2 includes the temporary stop posture 5. If the angle between the orientation of the temporary stop posture 5 and the orientation of the current posture of the vehicle 100 is less than or equal to the preset threshold b, the temporary stop posture 5 is retained.

[0114] S505 : Filter the temporary stop posture set 3 according to the angle between the orientation of the temporary stop posture and the tangent direction of the road structure centerline to obtain a temporary stop posture set 4 .

[0115] The object screened in the above S505 may be the temporary parking posture for parking by the roadside in the temporary parking posture set 3 .

[0116] For example, the temporary stop posture set 3 includes the temporary stop posture 6. When the angle between the orientation of the temporary stop posture 6 and the tangent direction of the road structure centerline most recently searched by the vehicle 100 is greater than a preset threshold c, the temporary stop posture 6 is deleted.

[0117] For example, the temporary stop posture set 3 includes the temporary stop posture 7. When the angle between the orientation of the temporary stop posture 7 and the tangent direction of the road structure centerline most recently searched by the vehicle 100 is less than or equal to the preset threshold c, the temporary stop posture 7 is retained.

[0118] S506 , deleting the temporary stop postures that other vehicles cannot pass through in the temporary stop posture set 4 to obtain the temporary stop posture set 5 .

[0119] For example, the temporary stop posture set 4 includes the temporary stop posture 8. If the planning system 220 determines that the vehicle 100 switching from the current posture to the temporary stop posture 8 still prevents other vehicles from passing, or fails to alleviate the interactive lock (or traffic jam) state, then the temporary stop posture 8 can be deleted.

[0120] There is no actual order among the above S503, S504, S505 and S506.

[0121] In the above method 500, steps S503-S506 are optional. The planning system 220 may execute all or part of the steps, which is not specifically limited in the present embodiment. For example, the planning system 220 may not execute S503 but execute S504-S506.

[0122] Optionally, the first temporary stopping posture is a posture outside the parking space, and the first temporary stopping posture is determined from the second temporary stopping posture set, including: determining the first temporary stopping posture from the second temporary stopping posture set based on at least one of the angle between the orientation of each temporary stopping posture in the second temporary stopping posture set and the orientation of the current posture, and the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

[0123] Exemplarily, the second temporary stop posture set may be the temporary stop posture set 2 or the temporary stop posture set 5 described above.

[0124] Optionally, the first temporary parking posture is a posture within the empty parking space, and determining the first temporary parking posture from the second temporary parking posture set includes: determining the first temporary parking posture from the second temporary parking posture set based on the length of each temporary parking posture in the second temporary parking posture set exceeding the parking space line of the empty parking space.

[0125] Exemplarily, the second temporary parking posture set may be the temporary parking posture set 5 described above. Temporary parking posture set 5 may include temporary parking postures for roadside parking and postures for parking in a temporary parking space. Planning system 220 may determine the first temporary parking posture from the postures for parking in the temporary parking space in temporary parking posture set 5, thereby controlling the vehicle to park in the temporary parking space. Upon detecting that the interactive locking state has been released, planning system 220 may continue to control vehicle 100 to park in the target parking space.

[0126] Optionally, the first temporary stop posture is determined from the second temporary stop posture set based on at least one of the road structure information, the current posture and the information of the empty parking space, including: screening the second temporary stop posture set according to at least one of the road structure information, the current posture and the information of the empty parking space to obtain a third temporary stop posture set, the third temporary stop posture set including multiple temporary stop postures; determining the first temporary stop posture from the multiple temporary stop postures based on the cost of the vehicle reaching each of the multiple temporary stop postures, the probability of each temporary stop posture obstructing other vehicles from passing and at least one of a first angle, the first angle being the angle between the orientation of each temporary stop posture and the tangent direction of the center line of the road structure closest to each temporary stop posture.

[0127] As an example, the above describes the process of screening and obtaining a set of temporary parking postures based on method 500. The following describes the process of scoring the temporary parking postures in the set of temporary parking postures, combining the cost of each temporary parking posture, the probability that each temporary parking posture obstructs other vehicles from passing, and the first angle.

[0128] For example, the temporary stop posture set 5 includes N postures, where N is a positive integer greater than 1, and the score x of the i-th (1≤i≤N and i is an integer) temporary stop posture is i It can be shown as formula (1): i =w1*e+w2*f+w3*g (1)

[0129] Among them, e is the cost score of vehicle 100 reaching the i-th temporary parking position, f is the probability score of the i-th temporary parking position blocking other vehicles from passing, g is the score of the i-th temporary parking position being consistent with the vehicle's intention, and w1, w2, and w3 are the corresponding weights.

[0130] Optionally, the values ​​of w1, w2, and w3 may be different for different scenarios. For example, the values ​​of w1, w2, and w3 may be determined based on the current road congestion level.

[0131] For example, for extremely congested scenarios (eg, scenarios where there are other vehicles in front of and behind the vehicle), w1 and w3 can be set to 0.2, and w2 can be set to 0.6.

[0132] For another example, for a relatively congested scenario (for example, a scenario where there are other vehicles in front of the vehicle or behind the vehicle), w1 and w3 can be set to 0.25, and w2 can be set to 0.5.

[0133] Alternatively, the cost score of the vehicle 100 reaching the i-th temporary stop position may be determined by the cost required for the vehicle 100 to reach the i-th temporary stop position. The higher the cost required for the vehicle 100 to reach the i-th temporary stop position, the smaller e is; conversely, the larger e is.

[0134] For example, the cost required for the vehicle 100 to reach the i-th temporary parking position includes but is not limited to the following costs:

[0135] (1) The distance cost cost1 between the i-th temporary parking position and vehicle 100.

[0136] The smaller the distance between the i-th temporary stop posture and the vehicle 100, the smaller the distance cost cost1. The smaller the distance between the i-th temporary stop posture and the vehicle 100, the smaller the cost of the planning system 220 planning to reach the i-th temporary stop posture.

[0137] (2) The angle cost cost2 between the orientation of the i-th temporary parking position and the orientation of the current position of the vehicle 100.

[0138] The smaller the angle between the orientation of the i-th temporary stop position and the orientation of the current position of the vehicle 100, the smaller the angle cost cost2. The larger the angle between the orientation of the i-th temporary stop position and the orientation of the current position of the vehicle 100, the more likely the planning system 220 needs to plan a U-turn trajectory, and the higher the cost.

[0139] (3) Gear shifting cost cost3.

[0140] For example, a speed search planning algorithm may be used to calculate and predict the number of gear shifts on the path to the i-th temporary stop position. The fewer the number of gear shifts, the smaller the gear shift cost cost3.

[0141] For example, the probability score of the i-th temporary parking posture obstructing other vehicles from passing can be determined by the following two aspects:

[0142] (1) Whether the intended path of the other vehicle intersects with the i-th temporary parking position.

[0143] The further away the i-th temporary parking posture is from the intended path of the other car, the less likely it is to cause obstruction to the other car, and the higher the probability score of the i-th temporary parking posture obstructing the passage of the other car.

[0144] (2) The remaining channel width after the vehicle reaches the i-th temporary parking position.

[0145] In addition to considering the intended path of the other vehicle, the road structure must also be considered to determine whether the generated temporary stop position is wide enough to accommodate the other vehicle. The wider the remaining passageway when the other vehicle passes through the temporary stop position, the higher the probability score of the i-th temporary stop position obstructing the other vehicle.

[0146] For example, the score for the i-th temporary parking posture's alignment with the vehicle's intention can be determined by the angle between the vehicle's head direction at the i-th temporary parking posture and the tangent line to the centerline of the road structure closest to the i-th temporary parking posture. A smaller angle indicates a greater alignment with the vehicle's intention, contributing more to improved parking efficiency, and thus a higher score for the i-th temporary parking posture's alignment with the vehicle's intention.

[0147] Optionally, the process of the vehicle automatically parking into the target parking space includes a parking stage, in which the first temporary parking posture is determined from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability of each temporary parking posture obstructing other vehicles from passing, and at least one of the first angles, including: when the vehicle is in an interactively locked state with the first obstacle in the parking stage, the first temporary parking posture is determined from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability of each temporary parking posture obstructing other vehicles from passing, the first angle, and at least one of the distance costs between each temporary parking posture and the target parking space.

[0148] For example, if a vehicle automatically parks using the AVP function, the vehicle's automatic parking phase can be divided into a cruising phase and a parking phase. The cruising phase refers to the phase in which the vehicle travels from the starting position to the vicinity of the target parking space, and the parking phase refers to the phase in which the vehicle parks into the target parking space after reaching the vicinity of the target parking space. During the parking phase, in addition to considering the cost of each of the aforementioned temporary parking postures, the probability that each temporary parking posture will obstruct the passage of other vehicles, and the first angle, the distance cost between the temporary parking posture and the target parking space can also be considered. This can prevent the temporary parking posture from being too far from the target parking space, help improve parking efficiency during the parking phase, and thus help improve the user's parking experience.

[0149] For example, Figures 6 to 19 show schematic diagrams of parking postures in several parking scenarios provided in embodiments of the present application.

[0150] As shown in Figure 6, while vehicle 100 is parking into a target parking space using the AVP function, it turns left at an intersection in the parking lot and experiences a cross-lock with vehicle 200, which is also passing through the intersection and traveling straight ahead. At this point, vehicle 100 can determine a temporary parking position 9 based on the aforementioned method, thereby controlling vehicle 100 to move from its current position to this temporary parking position 9. In this way, after vehicle 200 passes the intersection (or the cross-lock state is released), vehicle 100 can continue to park into the target parking space.

[0151] Exemplarily, the vehicle 100 may first determine the temporary stop posture set 5 based on the temporary stop posture generation method 500 and select the temporary stop posture 9 from one or more temporary stop postures in the temporary stop posture set 5 .

[0152] The above temporary parking posture 9 can be understood as a temporary parking posture for parking by the roadside.

[0153] As shown in Figure 7, when the vehicle 100 is parked in the target parking space through the AVP function, when turning left at a certain intersection in the parking lot, it is interactively locked with the vehicle 200 that is also passing through the intersection and turning right. At this time, the vehicle 100 can determine the temporary parking posture 10 (also known as the temporary parking posture for parking by the roadside) or the temporary parking posture 11 (also known as the temporary parking posture in the temporary parking space) based on the above method, so as to control the vehicle 100 to move from the current posture to the temporary parking posture 10 or the temporary parking posture 11. In this way, after the vehicle 200 passes the intersection (or the interactive locking state is released), the vehicle 100 can continue to park in the target parking space.

[0154] In one embodiment, when the width D of the road where vehicle 100 is located can ensure that vehicle 100 and vehicle 200 pass side by side, vehicle 100 can determine the temporary parking posture as temporary parking posture 10; otherwise, vehicle 100 can determine the temporary parking posture as temporary parking posture 11.

[0155] As shown in Figure 8, while vehicle 100 is parking into a target parking space using the AVP function, it turns left at an intersection in the parking lot and becomes locked with vehicle 200, which is also turning left at the same intersection. At this point, vehicle 100 can determine a temporary parking position 12 based on the above-described method, thereby controlling vehicle 100 to move from its current position to the temporary parking position 12. In this way, after vehicle 200 passes the intersection (or the locked state is released), vehicle 100 can continue to park into the target parking space.

[0156] As shown in Figure 9, while vehicle 100 is parking into a target parking space using the AVP function, it may encounter a cross-lock with vehicle 200, which is also passing through an intersection and traveling straight ahead. At this point, vehicle 100 can determine a temporary parking position 13 based on the aforementioned method, thereby controlling vehicle 100 to move from its current position to this temporary parking position 13. In this way, after vehicle 200 passes the intersection (or the cross-lock state is released), vehicle 100 can continue to park into the target parking space.

[0157] As shown in Figure 10, while vehicle 100 is parking into a target parking space using the AVP function, it passes through an intersection in the parking lot and, while traveling straight ahead, experiences a cross-lock with vehicle 200, which is also passing through the intersection and turning right. At this point, vehicle 100 can determine a temporary parking position 14 based on the aforementioned method, thereby controlling vehicle 100 to move from its current position to the temporary parking position 14. In this way, after vehicle 200 passes the intersection (or the cross-lock state is released), vehicle 100 can continue to park into the target parking space.

[0158] As shown in Figure 11, when vehicle 100 is parking into a target parking space using the AVP function, it passes through an intersection in the parking lot and, when going straight ahead, becomes locked with vehicle 200, which is also passing through the intersection and turning left. At this point, vehicle 100 can determine temporary parking posture 15 or temporary parking posture 16 based on the above method, thereby controlling vehicle 100 to move from its current posture to temporary parking posture 15 or temporary parking posture 16. In this way, after vehicle 200 passes the intersection (or the interactive locking state is released), vehicle 100 can continue to park into the target parking space.

[0159] In one embodiment, when the width D of the road where vehicle 100 is located can ensure that vehicle 100 and vehicle 200 pass side by side, vehicle 100 can determine the temporary parking posture as temporary parking posture 16; otherwise, vehicle 100 can determine the temporary parking posture as temporary parking posture 15.

[0160] As shown in Figure 12, when vehicle 100 is parking in the target parking space through the AVP function, it turns right at a certain intersection in the parking lot and becomes interactively locked with vehicle 200 that is also passing through the intersection and going straight. At this time, vehicle 100 can determine temporary parking posture 17 or temporary parking posture 18 based on the above method, so as to control vehicle 100 to move from the current posture to temporary parking posture 17 or temporary parking posture 18. In this way, after vehicle 200 passes the intersection (or the interactive locking state is released), vehicle 100 can continue to park in the target parking space.

[0161] As shown in Figure 13, when vehicle 100 is parked in the target parking space using the AVP function, it turns right at an intersection in the parking lot and becomes locked with vehicle 200, which is also turning right at the same intersection. At this time, vehicle 100 can determine temporary parking posture 19 or temporary parking posture 20 based on the above method, and thus control vehicle 100 to move from its current posture to temporary parking posture 19 or temporary parking posture 20. In this way, after vehicle 200 passes the intersection (or the interactive locking state is released), vehicle 100 can continue to park in the target parking space.

[0162] In one embodiment, when the width D of the road where vehicle 100 is located can ensure that vehicle 100 and vehicle 200 pass side by side, vehicle 100 can determine the temporary parking posture as temporary parking posture 19; otherwise, vehicle 100 can determine the temporary parking posture as temporary parking posture 20.

[0163] As shown in Figure 14, when vehicle 100 is parked in the target parking space through the AVP function, when turning right at a certain intersection in the parking lot, it is locked with vehicle 200 that is also passing through the intersection and turning left. At this time, vehicle 100 can determine temporary parking posture 21 or temporary parking posture 22 based on the above method, so as to control vehicle 100 to move from the current posture to temporary parking posture 21 or temporary parking posture 22. In this way, after vehicle 200 passes the intersection (or the interactive locking state is released), vehicle 100 can continue to park in the target parking space.

[0164] S420: Planning a first path for the vehicle to travel from the current position to the first temporary parking position.

[0165] In the above step S420, planning the path from the current position to the first temporary stop position can be achieved by a geometric method, an A* algorithm, a hybrid A* algorithm, etc.

[0166] Optionally, determining the first temporary parking posture from the multiple temporary parking postures includes: determining the first temporary parking posture from the multiple temporary parking postures through a first thread; determining the first path from one or more parking paths includes: determining the first path from the one or more parking paths through the first thread.

[0167] Optionally, planning the first path for the vehicle to travel from the current position to the first temporary parking position includes: planning the one or more parking paths through a second thread, the one or more parking paths including the first path.

[0168] For example, FIG15 shows a schematic flow chart of a temporary parking and real-time scoring method 700 based on an asynchronous architecture provided in an embodiment of the present application.

[0169] The above asynchronous architecture can be understood as including a main thread and an auxiliary thread in the planning system 220, wherein the main thread can be used to screen and score the temporary stop posture, and send the temporary stop posture with a high score to the auxiliary thread after scoring. The auxiliary thread can plan the path of the vehicle 100 from the current posture to the temporary stop posture. When the auxiliary thread completes the path planning for the temporary stop posture, the planned path can be sent to the main thread, so that the main thread can score the path. While the auxiliary thread is performing path planning, the main thread can screen and score the temporary stop posture and score the path in real time. The above main thread can be the above-mentioned first thread, and the auxiliary thread can be the above-mentioned second thread. The method 700 includes:

[0170] S701, setting a threshold for generating a temporary stop posture.

[0171] The above temporary stop posture generation threshold may include one or more of the above threshold a, threshold b, threshold c and threshold d.

[0172] Optionally, when the interactive locking state occurs, the vehicle 100 may first set the threshold a, the threshold b, the threshold c, and the threshold d as tightening thresholds.

[0173] S702: Obtain a temporary stop posture set.

[0174] Exemplarily, the vehicle 100 may obtain the temporary stop posture set 5 based on the above method 500 .

[0175] S703, scoring and ranking the temporary stop postures.

[0176] For example, the N postures in the temporary stop posture set 5 can be scored and sorted based on the above formula (1).

[0177] Exemplarily, the above S701-S703 may be executed by the main thread.

[0178] S704: The sorted temporary stop postures are transferred to the planning thread for path planning.

[0179] Exemplarily, the planning thread may be the auxiliary thread mentioned above.

[0180] S705: Score the obtained path in real time.

[0181] Optionally, the vehicle 100 may determine the first path according to at least one of the number of gear changes when the vehicle travels along the path and / or the probability of encroaching on the intended path of another vehicle.

[0182] For example, the scoring method for this route may weight the number of gear shifts and / or the probability of encroaching on another vehicle's intended path. For example, the fewer gear shifts, the higher the score of the route. For another example, the lower the probability of encroaching on another vehicle's intended path, the higher the score of the route.

[0183] S706: Determine whether the system is in the tightening threshold mode.

[0184] Exemplarily, if the threshold used in S701 is a tightening threshold, the current state is in a tightening threshold mode and S707 is executed; if the threshold used in S701 is a relaxing threshold, the current state is in a non-tightening threshold mode (or, in a relaxing threshold mode) and S711 is executed.

[0185] S707: When it is determined that the current mode is the tightening threshold mode, determine whether the timeout period of the tightening threshold is reached.

[0186] Exemplarily, if the timeout period of the tightening threshold is reached, S708 is executed; otherwise, the process returns to continue scoring the path in real time.

[0187] S708: Determine whether there is a path that reaches the scoring threshold.

[0188] If there is a path that reaches the scoring threshold before the timeout period for tightening the threshold is reached, then S709 may be executed; otherwise, S710 may be executed.

[0189] S709 , controlling the vehicle to travel along the path with the highest score.

[0190] For example, when the vehicle 100 determines in S708 that there are multiple paths with scores reaching the score threshold, the vehicle may be controlled to travel along the path with the highest score.

[0191] S710: Stop all requests being planned and set the temporary stop pose generation threshold to the relaxation threshold.

[0192] Exemplarily, Table 1 shows the aforementioned tightening threshold and relaxing threshold.

[0193] Table 1

[0194] The above table is merely illustrative, and the embodiments of the present application do not impose any specific limitations on the specific values ​​of the tightening threshold and the relaxing threshold.

[0195] In this embodiment of the present application, the threshold for generating a set of temporary stop postures is first tightened, and a temporary stop posture set 5 is generated according to the temporary stop posture generation method 500 described above. The N postures in the temporary stop posture set 5 are scored and sorted. The sorted temporary stop postures are passed to the asynchronous planning thread for path planning. Before the timeout period for the tightened threshold is reached, the resulting paths are continuously scored in real time. If a path that meets the scoring threshold appears, the vehicle is controlled to travel along the path with the highest score.

[0196] If the time limit for planning in the tightened threshold mode is reached and no path exceeding the scoring threshold appears, the planning request that is still in progress in the planning thread will be interrupted, the target pose generation threshold will be relaxed, and the above process S701-S706 will be repeated.

[0197] S711: When it is determined that the current mode is not the tightening threshold mode, determine whether the timeout period of the loosening threshold is reached.

[0198] Exemplarily, if the timeout period of the relaxation threshold is reached, S712 is executed; otherwise, the process returns to continue scoring the path in real time.

[0199] S712: Determine whether there is a stored path.

[0200] Exemplarily, if a path has been stored, execute S713; otherwise, execute S714.

[0201] S713: Control the vehicle to travel along the path with the highest score.

[0202] For example, when the timeout period of the relaxation threshold is reached, multiple paths are planned, and the vehicle 100 can control the vehicle 100 to travel along the path with the highest score.

[0203] S714, it is determined that the temporary stop has failed.

[0204] If the planning time limit of the relaxed threshold mode is reached and no path exceeding the scoring threshold is found, the path with the highest score among the existing paths is tracked. Otherwise, if there is still no stored path, the temporary stop is considered a failure.

[0205] In one embodiment, when it is determined that the temporary stop has failed, the vehicle 100 may prompt the user to take over the vehicle through a prompting device; or, the vehicle 100 may send an instruction to a mobile terminal (e.g., a mobile phone) to instruct the user to take over the vehicle.

[0206] In the embodiment of the present application, tightening thresholds and relaxing thresholds can be adopted to improve the robustness of planning and avoid the situation where too many temporary stop postures are screened out due to the threshold being set too tightly, resulting in the inability to find a suitable path.

[0207] S430: Control the vehicle to travel to the first temporary parking position according to the first path.

[0208] Optionally, the method 400 also includes: when the vehicle interacts and locks with a second obstacle while traveling along the first path to the first temporary parking position, stopping traveling along the first path and obtaining a second temporary parking position; planning a second path for the vehicle to travel from the current position to the second temporary parking position; and controlling the vehicle to travel to the second temporary parking position according to the second path.

[0209] Although the aforementioned target posture selection and path planning methods have minimized interaction deadlock and interaction conflict, because the scene facing the vehicle is a dynamic interaction process, there is still a situation where other vehicles block the path from the vehicle's current posture to the temporary parking posture, resulting in interaction deadlock. At this time, another temporary parking posture should be found for dynamic temporary parking.

[0210] 16-19 show another schematic diagram of a parking scenario provided in an embodiment of the present application.

[0211] For example, as shown in FIG16 , vehicle 100 is in the cruising phase and is merging with vehicle 200 at a narrow road crossing. Because the width D of the narrow road crossing is not sufficient for vehicles 100 and 200 to pass side by side, vehicle 100 can obtain a temporary stop position 23 according to the above method 500 and plan a path 1 from the current position to the temporary stop position 23.

[0212] As shown in Figure 17, before the vehicle 100 travels along the path 1 to the temporary stop position 23, it is determined that the vehicle 300 behind the vehicle 100 is traveling toward the vehicle 100. At this time, the vehicle 100 is interactively locked with the vehicle 300 during the process of traveling to the temporary stop position 23. The vehicle 100 can stop traveling along the path 1 to the temporary stop position 23 and re-acquire the temporary stop position 24 according to the above method 500. The vehicle 100 can plan a path 2 from the current position to the temporary stop position 24. In this way, when the vehicle 100 travels along the path 2 to the temporary stop position 24, the interactive locking state with the vehicle 200 can be released, and the interactive locking state with the vehicle 300 can also be released. In this way, after the vehicle 200 passes through the narrow intersection, the vehicle 100 and the vehicle 300 can pass through the narrow intersection one after another, thereby alleviating traffic congestion.

[0213] For example, as shown in FIG18 , vehicle 100 can switch from the cruising phase to the parking phase when it reaches a target parking space. While in the parking phase, vehicle 100 interacts with vehicle 200 behind it. Vehicle 100 can obtain a temporary parking position 25 based on method 500 and plan a path 3 from its current position to the temporary parking position 25.

[0214] As shown in Figure 19, when the vehicle 100 is traveling along the path 3 to the temporary stop position 25, the vehicle 300 is detected to be traveling toward the vehicle 100. At this time, the vehicle 100 is interactively locked with the vehicle 300 while traveling toward the temporary stop position 25. The vehicle 100 can stop traveling along the path 3 to the temporary stop position 25 and re-acquire the temporary stop position 26 according to the above method 500. The vehicle 100 can plan the path 4 from the current position to the temporary stop position 26. In this way, the vehicle 100 travels along the path 4 to the temporary stop position 26. After both the vehicle 200 and the vehicle 300 have passed the road, the vehicle 100 can continue to park in the target parking space.

[0215] Optionally, when selecting a temporary parking posture during the tracking process in the parking phase, the vehicle 100 may further consider a distance score between the temporary parking posture and the target parking space when scoring the temporary parking posture.

[0216] For example, the distance score between the parking posture and the target parking space can be determined by the distance cost between the parking posture and the target parking space. The farther the distance between the parking posture and the target parking space, the greater the distance cost between the parking posture and the target parking space, and the lower the distance score between the parking posture and the target parking space.

[0217] After the traffic congestion is relieved, the vehicle 100 can immediately stop along the planned path and continue to perform the parking task, repeatedly park into the target parking space, or directly switch to the cruising phase. The above-mentioned temporary stop and temporary stop recovery interactive process can be dynamically repeated multiple times.

[0218] Optionally, the method 400 further includes: before the vehicle reaches the first temporary parking position along the first path, if the interactive locking state is released, stopping driving along the first path and continuing to automatically park into the target parking space. In this way, before the vehicle 100 reaches the temporary parking position, if the vehicle 100 determines that the interactive locking state has been released, the vehicle 100 may stop driving along the first path and continue to automatically park into the target parking space.

[0219] Figure 20 shows a schematic flow chart of a parking device 900 provided in an embodiment of the present application. As shown in Figure 20, the device 900 includes: an acquisition unit 910 for acquiring a first temporary parking position when the vehicle is in an interactively locked state with a first obstacle during the process of automatically parking into a target parking space; a path planning unit 920 for planning a first path for the vehicle to travel from the current position to the first temporary parking position; and a control unit 930 for controlling the vehicle to travel to the first temporary parking position according to the first path.

[0220] Optionally, the acquisition unit 910 is specifically used to: acquire at least one of the road structure information, the current position of the vehicle, and the information of empty parking spaces around the vehicle; and determine the first temporary parking position based on at least one of the road structure information, the current position, and the information of the empty parking spaces.

[0221] Optionally, the acquisition unit 910 is specifically used to: acquire a first temporary stop posture set; when the distance between at least part of the temporary stop postures in the first temporary stop posture set and the obstacle is less than or equal to a first preset distance, adjust and filter the at least part of the temporary stop postures according to the preset adjustment distance to obtain a second temporary stop posture set, and the distance between each temporary stop posture in the second temporary stop posture set and the obstacle is greater than the first preset distance; determine the first temporary stop posture from the second temporary stop posture set according to at least one of the road structure information, the current posture and the information of the empty parking space.

[0222] Optionally, the first temporary stopping posture is a posture outside the parking space, and the acquisition unit 910 is specifically used to determine the first temporary stopping posture from the second temporary stopping posture set based on at least one of the angle between the orientation of each temporary stopping posture in the second temporary stopping posture set and the orientation of the current posture, and the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

[0223] Optionally, the first temporary parking posture is a posture within the empty parking space, and the acquisition unit 910 is specifically used to determine the first temporary parking posture from the second temporary parking posture set based on the length of each temporary parking posture in the second temporary parking posture set exceeding the parking space line of the empty parking space.

[0224] Optionally, the acquisition unit 910 is specifically used to: filter the second temporary stop posture set according to at least one of the road structure information, the current posture and the information of the empty parking space to obtain a third temporary stop posture set, wherein the third temporary stop posture set includes multiple temporary stop postures; determine the first temporary stop posture from the multiple temporary stop postures according to the cost of the vehicle reaching each of the multiple temporary stop postures, the probability that each temporary stop posture hinders the passage of other vehicles and at least one of the first angles, wherein the first angle is the angle between the orientation of each temporary stop posture and the tangent direction of the center line of the road structure closest to each temporary stop posture.

[0225] Optionally, the process of the vehicle automatically parking into the target parking space includes a parking stage, and the acquisition unit 910 is specifically used to: when the vehicle is in an interactive locking state with the first obstacle in the parking stage, determine the first temporary parking posture from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability of each temporary parking posture hindering the passage of other vehicles, the first angle, and at least one of the distance costs between each temporary parking posture and the target parking space.

[0226] Optionally, the device 900 also includes a determination unit, which is used to determine the first path from one or more parking paths based on the number of gear changes when the vehicle travels along the first path, and / or the probability of the vehicle encroaching on the intended path of other vehicles when traveling along the first path, before the control unit controls the vehicle to travel to the first temporary parking position.

[0227] Optionally, the acquisition unit 910 is specifically used to: determine the first temporary parking posture from the multiple temporary parking postures through the first thread; the determination unit is specifically used to: determine the first path from the one or more parking paths through the first thread; the path planning unit 920 is specifically used to: plan the one or more parking paths through the second thread.

[0228] Optionally, the control unit 930 is further used to control the vehicle to stop traveling along the first path when the vehicle interacts and locks with a second obstacle during the process of traveling along the first path to the first temporary parking position; the acquisition unit 910 is further used to obtain the second temporary parking position; the path planning unit 920 is further used to plan a second path for the vehicle to travel from the current position to the second temporary parking position; the control unit 930 is further used to control the vehicle to travel to the second temporary parking position according to the second path.

[0229] Optionally, the control unit 930 is further configured to control the vehicle to stop traveling along the first path and continue to automatically park in the target parking space when the interactive locking state is released before the vehicle travels along the first path to the first parking position.

[0230] For example, the acquisition unit 910 may be the computing platform in Figure 1 or a processing circuit, processor, or controller in the computing platform. For example, if the acquisition unit 910 is the processor 121 in the computing platform, the processor 121 may determine the first temporary stop posture based on information about the surrounding environment.

[0231] For another example, the path planning unit 920 may be the computing platform in Figure 1 or a processing circuit, processor, or controller in the computing platform. For example, if the path planning unit 920 is the processor 122 in the computing platform, the processor 122 may plan a path from the current position to the first temporary stop posture based on the first temporary stop posture determined by the processor 121.

[0232] For another example, the control unit 930 may be the computing platform in Figure 1 or a processing circuit, processor, or controller in the computing platform. For example, if the control unit 930 is the processor 123 in the computing platform, the processor 123 may determine a path based on the processor 122 and control the vehicle to travel from the current position to the first temporary stop position.

[0233] The functions implemented by the acquisition unit 910, the functions implemented by the path planning unit 920, and the functions implemented by the control unit 930 may be implemented by different processors, or they may be implemented by the same processor, or some of the functions may be implemented by the same processor. This embodiment of the present application does not limit this.

[0234] It should be understood that the division of the various units in the above device is merely a division of logical functions. In actual implementation, they may be fully or partially integrated into a single physical entity, or they may be physically separated. Furthermore, the units in the device may be implemented in the form of a processor calling software; for example, the device includes a processor connected to a memory storing instructions, and the processor calls the instructions stored in the memory to implement any of the above methods or the functions of the various units in the device, where the processor is, for example, a general-purpose processor such as a CPU or a microprocessor, and the memory is a memory within the device or a memory external to the device. Alternatively, the units in the device may be implemented in the form of hardware circuits, and the functions of some or all of the units may be implemented through the design of the hardware circuits. The hardware circuits may be understood as one or more processors. For example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units may be implemented through the design of the logical relationships between the components within the circuits. In another implementation, the hardware circuit may be implemented using a PLD, such as an FPGA, which may include a large number of logic gate circuits, and the connections between the logic gate circuits may be configured using a configuration file to implement the functions of some or all of the above units. All units of the above apparatus may be implemented entirely in the form of software called by a processor, or entirely in the form of hardware circuits, or partially in the form of software called by a processor and the rest in the form of hardware circuits.

[0235] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and execute instructions, such as a CPU, a microprocessor, a GPU, or a DSP. In another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the configuration of the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0236] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0237] In addition, the various units in the above apparatus may be fully or partially integrated together, or may be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-chip (SoC). The SoC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the apparatus. The at least one processor may be of different types, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0238] An embodiment of the present application also provides a device, which includes a processing unit and a storage unit, wherein the storage unit is used to store instructions, and the processing unit executes the instructions stored in the storage unit so that the device executes the method or steps performed by the above embodiment.

[0239] Optionally, if the device is located in a vehicle, the processing unit may be the processors 121 - 12n shown in FIG. 1 .

[0240] An embodiment of the present application further provides a parking system, which may include a computing platform and a perception system, and the computing platform may include the above-mentioned parking device 900.

[0241] An embodiment of the present application further provides a vehicle, which may include the above-mentioned parking device 900 or parking system.

[0242] An embodiment of the present application further provides a computer program product, which includes: computer program code, which enables the computer to execute the method in the above embodiment when the computer program code is run on a computer.

[0243] An embodiment of the present application further provides a computer-readable medium, wherein the computer-readable medium stores a program code. When the computer program code runs on a computer, the computer executes the method in the above embodiment.

[0244] An embodiment of the present application further provides a chip, which includes a circuit, and the circuit is used to execute the method in the above embodiment.

[0245] During implementation, each step of the above method can be completed by an integrated logic circuit of the hardware in the processor or by instructions in the form of software. The method disclosed in conjunction with the embodiments of the present application can be directly embodied as being executed by a hardware processor, or can be executed by a combination of hardware and software modules in the processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or a power-on erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it will not be described in detail here.

[0246] It should be understood that in the embodiment of the present application, the memory may include a read-only memory and a random access memory, and provide instructions and data to the processor.

[0247] It should also be understood that in the various embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0248] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0249] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0250] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0251] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0252] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0253] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0254] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A parking method, characterized in that: include: When the vehicle is in an interactive locking state with the first obstacle during the process of automatically parking into the target parking space, a first temporary parking posture is obtained; Planning a first path for the vehicle to travel from a current position to the first temporary parking position; According to the first path, the vehicle is controlled to travel to the first temporary parking position.

2. The method according to claim 1, characterized in that The method further comprises: Acquiring at least one of road structure information, a current position of the vehicle, and information about vacant parking spaces around the vehicle; Wherein, obtaining the first temporary stop posture includes: The first temporary parking posture is determined according to at least one of the road structure information, the current posture and the information of the empty parking space.

3. The method according to claim 2, characterized in that The determining the first temporary parking posture according to at least one of the road structure information, the current posture, and the information of the vacant parking space includes: Get the first temporary stop pose set; When the distance between at least some of the temporary stopping postures in the first temporary stopping posture set and the obstacle is less than or equal to the first preset distance, adjusting and screening the at least some of the temporary stopping postures according to the preset adjustment distance to obtain a second temporary stopping posture set, wherein the distance between each temporary stopping posture in the second temporary stopping posture set and the obstacle is greater than the first preset distance; The first temporary parking posture is determined from the second temporary parking posture set according to at least one of the road structure information, the current posture and the information of the empty parking space.

4. The method according to claim 3, characterized in that The first temporary parking posture is a posture outside a parking space, and determining the first temporary parking posture from the second temporary parking posture set includes: The first temporary stopping posture is determined from the second temporary stopping posture set based on at least one of the angle between the orientation of each temporary stopping posture in the second temporary stopping posture set and the orientation of the current posture, and the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

5. The method according to claim 3, characterized in that The first temporary parking posture is a posture in the empty parking space, and determining the first temporary parking posture from the second temporary parking posture set includes: The first temporary parking posture is determined from the second temporary parking posture set according to the length by which each temporary parking posture in the second temporary parking posture set exceeds the parking space line of the empty parking space.

6. The method according to any one of claims 3 to 5, characterized in that The determining the first temporary parking posture from the second temporary parking posture set based on at least one of the road structure information, the current posture, and the information of the vacant parking space includes: filtering the second temporary parking posture set according to at least one of the road structure information, the current posture, and the information of the empty parking space to obtain a third temporary parking posture set, wherein the third temporary parking posture set includes a plurality of temporary parking postures; The first temporary stopping posture is determined from the multiple temporary stopping postures based on the cost of the vehicle reaching each of the multiple temporary stopping postures, the probability that each temporary stopping posture hinders other vehicles from passing, and at least one of a first angle, where the first angle is the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

7. The method according to claim 6, characterized in that The process of automatically parking the vehicle into the target parking space includes a parking phase, wherein determining the first temporary parking posture from the multiple temporary parking postures based on at least one of a cost of the vehicle reaching each of the multiple temporary parking postures, a probability of each temporary parking posture obstructing other vehicles from passing, and a first angle includes: When the vehicle is in an interactive locking state with the first obstacle during the parking phase, the first temporary parking posture is determined from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability that each temporary parking posture obstructs the passage of other vehicles, the first angle, and at least one of the distance costs between each temporary parking posture and the target parking space.

8. The method according to claim 6 or 7, characterized in that Before controlling the vehicle to travel to the first temporary stop position according to the first path, the method further includes: Determining the number of gear shifts of the vehicle while traveling along the first path, and / or determining whether a probability of the vehicle encroaching on an intended path of another vehicle while traveling along the first path satisfies a preset condition.

9. The method according to claim 8, characterized in that Determining the first temporary stop posture from the multiple temporary stop postures includes: Determining, by a first thread, the first temporary stop posture from the plurality of temporary stop postures, and determining, by the first thread, the first path from one or more paths; Planning a first path for the vehicle to travel from the current position to the first temporary parking position includes: The one or more paths are planned by the second thread.

10. The method according to any one of claims 1 to 9, characterized in that The method further comprises: When the vehicle is locked with a second obstacle while traveling along the first path to the first temporary stop position, stopping traveling along the first path and acquiring a second temporary stop position; Planning a second path for the vehicle to travel from the current position to the second temporary parking position; According to the second path, the vehicle is controlled to travel to the second temporary parking position.

11. The method according to any one of claims 1 to 10, characterized in that The method further comprises: Before the vehicle travels along the first path to the first temporary parking position, when the interactive locking state is released, the vehicle is controlled to stop traveling along the first path and continue to automatically park in the target parking space.

12. A parking device, characterized in that: include: an acquiring unit, configured to acquire a first temporary parking posture when the vehicle is in an interactively locked state with a first obstacle during the process of automatically parking the vehicle into a target parking space; A path planning unit, configured to plan a first path for the vehicle to travel from a current position to the first temporary stopping position; A control unit is used to control the vehicle to travel to the first temporary parking position according to the first path.

13. The device according to claim 12, characterized in that The acquisition unit is specifically configured to: Acquiring at least one of road structure information, a current position of the vehicle, and information about vacant parking spaces around the vehicle; The first temporary parking posture is determined according to at least one of the road structure information, the current posture and the information of the empty parking space.

14. The device according to claim 13, characterized in that The acquisition unit is specifically configured to: Get the first temporary stop pose set; When the distance between at least some of the temporary stopping postures in the first temporary stopping posture set and the obstacle is less than or equal to the first preset distance, adjusting and screening the at least some of the temporary stopping postures according to the preset adjustment distance to obtain a second temporary stopping posture set, wherein the distance between each temporary stopping posture in the second temporary stopping posture set and the obstacle is greater than the first preset distance; The first temporary parking posture is determined from the second temporary parking posture set according to at least one of the road structure information, the current posture and the information of the empty parking space.

15. The device according to claim 14, characterized in that The first temporary parking posture is a posture outside the parking space, and the acquiring unit is specifically configured to: The first temporary stopping posture is determined from the second temporary stopping posture set based on at least one of the angle between the orientation of each temporary stopping posture in the second temporary stopping posture set and the orientation of the current posture, and the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

16. The device according to claim 14, characterized in that The first temporary parking posture is a posture in the empty parking space, and the acquiring unit is specifically configured to: The first temporary parking posture is determined from the second temporary parking posture set according to the length by which each temporary parking posture in the second temporary parking posture set exceeds the parking space line of the empty parking space.

17. The device according to any one of claims 14 to 16, characterized in that The acquisition unit is specifically configured to: filtering the second temporary parking posture set according to at least one of the road structure information, the current posture, and the information of the empty parking space to obtain a third temporary parking posture set, wherein the third temporary parking posture set includes a plurality of temporary parking postures; The first temporary stopping posture is determined from the multiple temporary stopping postures based on the cost of the vehicle reaching each of the multiple temporary stopping postures, the probability that each temporary stopping posture hinders other vehicles from passing, and at least one of a first angle, where the first angle is the angle between the orientation of each temporary stopping posture and the tangent direction of the center line of the road structure closest to each temporary stopping posture.

18. The device according to claim 17, characterized in that The process of the vehicle automatically parking into the target parking space includes a parking phase, and the acquisition unit is specifically configured to: When the vehicle is in an interactive locking state with the first obstacle during the parking phase, the first temporary parking posture is determined from the multiple temporary parking postures based on the cost of the vehicle reaching each of the multiple temporary parking postures, the probability that each temporary parking posture obstructs the passage of other vehicles, the first angle, and at least one of the distance costs between each temporary parking posture and the target parking space.

19. The device according to claim 17 or 18, characterized in that The device further comprises a determining unit, The determination unit is used to determine the number of gear changes of the vehicle when traveling along the first path, and / or whether the probability of the vehicle encroaching on the intended path of other vehicles when traveling along the first path meets a preset condition before the control unit controls the vehicle to travel to the first temporary parking position.

20. The device according to claim 19, characterized in that The acquiring unit is specifically configured to: determine the first temporary stop posture from the plurality of temporary stop postures through a first thread; The determining unit is specifically configured to: determine the first path from one or more paths through the first thread; The path planning unit is specifically configured to plan the one or more paths through a second thread.

21. The device according to any one of claims 12 to 20, characterized in that The control unit is further configured to control the vehicle to stop traveling along the first path when the vehicle interacts and locks with a second obstacle during the process of traveling along the first path to the first temporary parking position; The acquisition unit is further configured to acquire a second temporary stop posture; The path planning unit is further configured to plan a second path for the vehicle to travel from the current position to the second temporary parking position; The control unit is further configured to control the vehicle to travel to the second temporary parking position according to the second path.

22. The device according to any one of claims 12 to 21, characterized in that The control unit is further configured to control the vehicle to stop traveling along the first path and continue to automatically park in the target parking space when the interactive locking state is released before the vehicle travels along the first path to the first temporary parking position.

23. A parking device, characterized in that: include: memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 11.

24. A vehicle, characterized in that: Comprising the apparatus of any one of claims 12 to 23.

25. A computer-readable storage medium, characterized in that Instructions are stored thereon, and when the instructions are executed by a processor, the processor is caused to implement the method according to any one of claims 1 to 11.

26. A computer program product, characterized in that The computer program product comprises a computer program code, which, when run on a computer, causes the computer to implement the method according to any one of claims 1 to 11.

27. A chip, characterized in that: The chip comprises a circuit for executing the method according to any one of claims 1 to 11.

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