Automatic parking control method and apparatus, and device, storage medium and vehicle

Abstract

An automatic parking control method and apparatus, and a device, a storage medium and a vehicle. The method comprises: S110, when a target vehicle is in a parallel parking scenario, on the basis of the position of a target parking space relative to the target vehicle, determining a target position in the target parking space, which target position corresponds to a first wheel of the target vehicle; S120, on the basis of the target position and an initial position of the first wheel, controlling the target vehicle to travel along a planned trajectory; and S130, if the first wheel travels to the target position, on the basis of a heading angle of the target vehicle relative to the target parking space, controlling the target vehicle to rotate by taking the first wheel as a circle center, so as to complete parking. In the method, by means of the steering adjustment of front and rear wheels, a smaller turning radius is realized, so as to realize the solution of first controlling a wheel to reach a target position and then controlling the other wheels to rotate around the wheel which serves as a fixed-point circle center, so as to enter a parking space, thereby improving the automatic parking effect.

Description

Automatic parking control method, apparatus, equipment, storage medium, and a vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410978965.1, filed on July 19, 2024, entitled “Automatic Parking Control Method, Apparatus, Device, Storage Medium and a Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of vehicle control technology, and particularly to an automatic parking control method, device, equipment, storage medium, and a vehicle. Background Technology

[0003] With the development of vehicle technology, more and more vehicles are also offering automatic parking functions.

[0004] Conventional automatic parking systems primarily use front-wheel steering, and the vehicle model is usually based on an Ackerman bicycle. In actual parking scenarios, it has been found that they often require a large amount of parking space. In some narrow parking scenarios, such as parallel parking, the parking effect is often not ideal, affecting the user experience. Technical solutions

[0005] This application provides an automatic parking control method, apparatus, device, storage medium, and vehicle, which improves vehicle parking performance and at least partially solves the aforementioned technical problems.

[0006] To achieve the above objectives, according to a first aspect of this application, an automatic parking control method is provided, comprising:

[0007] When the target vehicle is in a side parking scenario, the target position of the first wheel of the target vehicle in the target parking space is determined according to the position information of the target parking space relative to the target vehicle.

[0008] The target vehicle is controlled to travel along the planned trajectory based on the target position and the initial position of the first wheel;

[0009] In response to the first wheel reaching the target position, the target vehicle is controlled to rotate around the first wheel as the center, based on the heading angle of the target vehicle relative to the target parking space, to complete parking.

[0010] Optionally, as a feasible implementation of this application, the planned trajectory includes at least a first circular arc planned trajectory, a second circular arc planned trajectory, and a target planned position;

[0011] The step of controlling the target vehicle to travel along the planned trajectory based on the target position and the initial position of the first wheel includes:

[0012] Determine the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the first circular arc planned trajectory;

[0013] In response to the first wheel reaching the target planned position, the first steering angle of the first wheel and the second steering angle of the second wheel are adjusted to control the target vehicle to travel along the second circular arc planned trajectory.

[0014] Optionally, as a feasible implementation of this application, the planned trajectory further includes a first straight-line planned trajectory, and the target planned position includes a first planned position and a second planned position;

[0015] The step of adjusting the first steering angle of the first wheel and the second steering angle of the second wheel in response to the first wheel reaching the target planned position includes:

[0016] In response to the first wheel moving to the first planned position, the target vehicle is controlled to move along the first straight planned trajectory;

[0017] In response to the first wheel moving to the second planned position, the first steering angle of the first wheel and the second steering angle of the second wheel are adjusted.

[0018] Optionally, as a feasible implementation of this application, before the step of determining the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the first circular arc planned trajectory, the method further includes:

[0019] Obtain the distance information between the target vehicle and surrounding obstacles;

[0020] The steering angle ratio of the first wheel and the second wheel is determined based on the distance information;

[0021] The radius of the center is determined based on the steering angle ratio to generate the first circular arc planning trajectory.

[0022] Optionally, as a feasible implementation of this application, the step of adjusting the first steering angle of the first wheel and the second steering angle of the second wheel in response to the first wheel reaching the target planned position, and controlling the target vehicle to travel along the second circular arc planned trajectory, includes:

[0023] When the first wheel travels to a preset range of the target planned position, the second circular arc planned trajectory is replanned according to the real-time position of the first wheel to obtain the third circular arc planned trajectory.

[0024] Adjust the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the planned trajectory of the third circular arc.

[0025] Optionally, as a feasible implementation of this application, the step of replanning the second circular arc trajectory based on the real-time position of the first wheel to obtain the third circular arc trajectory includes:

[0026] The first perpendicular line corresponding to the target line is determined based on the target line from the real-time position of the first wheel to the target position;

[0027] The center of rotation and the turning radius are determined based on the second perpendicular line corresponding to the first steering angle of the first wheel and the first perpendicular line.

[0028] The third circular arc trajectory is determined based on the rotation center and the turning radius.

[0029] Optionally, as a feasible implementation of this application, before the step of controlling the target vehicle to travel along the planned trajectory based on the target position and the initial position of the first wheel, the method further includes:

[0030] The target vehicle's pose is adjusted based on the distance information between the target vehicle and surrounding obstacles, as well as the target vehicle's heading angle, to determine the initial position of the first wheel.

[0031] Optionally, as a feasible implementation of this application, after the step of controlling the target vehicle to rotate around the first wheel based on the heading angle of the target vehicle relative to the target parking space, the method further includes:

[0032] Determine the deviation of the real-time pose of the target vehicle from the preset standard pose;

[0033] When the deviation exceeds a preset threshold, the real-time pose of the target vehicle is adjusted to complete parking.

[0034] Optionally, as a feasible implementation of this application, the method further includes:

[0035] In response to the target vehicle being in a side-parking scenario, the target vehicle is controlled to rotate with the first wheel as the center, based on the distance between the first wheel of the target vehicle and the edge of the target parking space.

[0036] In response to the target vehicle rotating to a preset reference position, the steering angle of the first wheel and the second wheel is determined, and the first wheel and the second wheel are controlled to travel along a preset planned trajectory according to the steering angle to complete the parking.

[0037] Optionally, as a feasible implementation of this application, controlling the rotation of the target vehicle with the first wheel as the center, based on the distance between the first wheel of the target vehicle and the edge of the target parking space, includes:

[0038] In response to the distance between the first wheel of the target vehicle and the edge of the target parking space being greater than a preset distance threshold, the step of controlling the rotation of the target vehicle with the first wheel as the center is executed, wherein the distance threshold is related to the distance between the first wheel and the corner point of the target vehicle.

[0039] Optionally, as a feasible implementation of this application, before the step of controlling the target vehicle to travel along the planned trajectory based on the target position and the initial position of the first wheel, the method further includes:

[0040] The target location and preset vehicle control information are sent to the preset planning module through the first communication link, so that the preset planning module generates a planned trajectory.

[0041] When the preset planning module does not receive information sent through the first communication link, the target location and preset vehicle control information are sent to the preset planning module through the second communication link.

[0042] According to a second aspect of this application, an automatic parking control device is provided, comprising:

[0043] The processing unit is configured to, in response to a scenario where the target vehicle is in a parallel parking situation, determine the target position of the first wheel of the target vehicle in the target parking space based on the position information of the target parking space relative to the target vehicle.

[0044] A first control unit is configured to control the target vehicle to travel along a planned trajectory based on the target position and the initial position of the first wheel.

[0045] The second control unit is configured to, in response to the first wheel moving to the target position, control the target vehicle to rotate around the first wheel as the center, based on the heading angle of the target vehicle relative to the target parking space, to complete parking.

[0046] According to a third aspect of this application, an electronic device is also provided, comprising a memory and a processor, wherein the memory stores computer instructions; the processor is configured to execute the computer instructions in the memory to implement the method described in any of the preceding claims.

[0047] According to a fourth aspect of this application, a computer storage medium is also provided, the computer storage medium storing instructions that, when executed by a computer, cause the computer to perform the method as described in any of the preceding claims.

[0048] According to a fifth aspect of this application, a vehicle is also provided, including a vehicle controller, a processor, and a memory, the memory storing computer instructions; when the computer instructions are executed by the processor, the processor causes the processor to perform the method as described in any of the preceding claims.

[0049] The automatic parking control method of this application, when the target vehicle is in a parallel parking scenario, first determines the target position of the first wheel of the target vehicle in the target parking space based on the position of the target parking space relative to the target vehicle. Then, based on the target position and the initial position of the first wheel, it controls the target vehicle to move along a planned trajectory until the first wheel reaches the target position. Based on the heading angle of the target vehicle relative to the target parking space, it controls the target vehicle to rotate around the first wheel as the center to complete the parking. The parking method provided by this application utilizes the steering adjustment of the front and rear wheels to achieve a smaller turning radius, thus realizing a solution of first controlling the wheel to reach the target position and then controlling the other wheels to rotate around the fixed center of that wheel to enter the parking space. Through a two-stage parking planning path, compared with the zigzag parking solution that repeatedly moves forward and backward in narrow parking scenarios, the automatic parking effect is effectively improved, thereby improving the user experience.

[0050] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0053] Figure 1 is a flowchart illustrating the steps of an automatic parking control method provided in an embodiment of this application.

[0054] Figure 2 is a schematic diagram of the effect of determining the target position corresponding to the first wheel in the target parking space according to an embodiment of this application;

[0055] Figure 3 is a schematic diagram of the steps for generating a planned trajectory to control a vehicle according to an embodiment of this application;

[0056] Figure 4 is a schematic flowchart of a step-by-step process for generating a first circular arc planning trajectory based on an obstacle avoidance strategy according to an embodiment of this application.

[0057] Figure 5 is a schematic diagram of the driving effect of a vehicle model with front and rear wheel steering provided in the embodiment of this application;

[0058] Figure 6 is a schematic diagram of the effect of the planned trajectory provided in the embodiment of this application;

[0059] Figure 7 is a schematic diagram of the effect of replanning the circular arc trajectory based on the real-time position of the wheel according to an embodiment of this application;

[0060] Figure 8 is a flowchart illustrating the steps of a side parking method provided in an embodiment of this application.

[0061] Figure 9 is a schematic diagram of collision detection in a side parking scenario provided in an embodiment of this application;

[0062] Figure 10a is a schematic diagram of an automatic parking control communication link provided by related technologies;

[0063] Figure 10b is a schematic diagram of an automatic parking control communication link provided in an embodiment of this application;

[0064] Figure 11 is a schematic diagram of an automatic parking control device provided in an embodiment of this application;

[0065] Figure 12 is a schematic diagram of the structure of an electronic device according to an exemplary embodiment.

[0066] Implementation methods of this application

[0067] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0068] To facilitate understanding of the automatic parking control method provided in this application embodiment, the application scenarios of the automatic parking control method are first described. Specifically, the automatic parking control method is typically applied to various parking scenarios, such as parallel parking or perpendicular parking. In the automatic parking methods provided by related technologies, the entire parking trajectory planning relies on front wheel steering control. However, in practical applications, it has been found that due to the large turning radius of the vehicle, the automatic parking effect is not ideal in some narrow parking scenarios, such as parallel parking scenarios with multiple obstacles on both sides. Often, multiple forward and backward movements are required to complete parking, affecting the user experience.

[0069] To address the aforementioned problems, this application provides an automatic parking control method, particularly suitable for side parking scenarios with multiple obstacles on both sides. By determining the target position of the first wheel and controlling its trajectory planning and movement, the second wheel is controlled to move around the first wheel as the center, performing fixed-point rotation control on the vehicle. This allows the vehicle to reach the parking endpoint during rotation, significantly reducing the turning radius during parking and thus improving the user experience. Specifically, for a clearer understanding of the automatic parking control method provided in this application, please refer to Figure 1. Figure 1 is a flowchart illustrating the steps of an automatic parking control method provided in an embodiment of this application, specifically including steps S110 to S130:

[0070] S110, when the target vehicle is in a side parking scenario, determine the target position of the first wheel of the target vehicle in the target parking space according to the position of the target parking space relative to the target vehicle.

[0071] In this embodiment, "target vehicle in a parallel parking scenario" means that the target vehicle needs to be driven into a target parking space located to one side of the vehicle and facing the same direction as the target vehicle's driving direction. Specifically, during this process, the target vehicle can identify the target parking space through an image recognition system and further determine the position information of the target parking space relative to the target vehicle. Specifically, this position information can typically be described using the corner coordinates of the nearest target parking space to the outer edge of the vehicle's front in the vehicle's spatial coordinate system and the orientation angle of the target parking space. Of course, other methods can also be used to describe the position information of the target parking space relative to the target vehicle.

[0072] After determining the position of the target parking space relative to the target vehicle, considering common parking poses of the target vehicle within the space, such as the recommended distance between the vehicle and the parking space boundary, and the vehicle's own parameters, such as the distance between the vehicle's wheels and a corner point, the target position of the first wheel when the target vehicle is parked in the target parking space can be determined, i.e., the recommended parking position. Specifically, please refer to Figure 2; the specific formula for calculating the target position (x, y, θ) is as follows:

[0073] Where dx1 and dy1 are the lateral and longitudinal distances from the corner of the parking space to the outer contour of the vehicle when the vehicle is parked, respectively; dx2 and dy2 are the lateral and longitudinal distances from the center of mass of the left front wheel to the outer contour of the vehicle, respectively; and x0, y0, and θ0 represent the coordinates of the corner point closest to the outer side of the front of the vehicle and the heading angle of the target vehicle.

[0074] Furthermore, considering that the vehicle provided in this application embodiment uses a three-motor steering control system, the first wheel is typically a front wheel. Specifically, whether it's the left or right front wheel can be determined based on the position of the target parking space relative to the target vehicle. For example, when the target parking space is to the right front of the target vehicle, the left front wheel can be selected as the first wheel, while when the target parking space is to the left front of the target vehicle, the right front wheel can also be selected as the first wheel. Of course, in some cases, such as in vehicles where four motors independently control each wheel, the first wheel can also be a rear wheel, such as the left or right rear wheel, based on actual needs. However, for ease of description, the following explanation will use parking the vehicle in a target parking space to the right front, with the left front wheel selected as the first wheel, as an example. Those skilled in the art can determine specific implementation schemes for parking the vehicle in target parking spaces in other locations based on the embodiments of this application.

[0075] S120, control the target vehicle to travel along the planned trajectory based on the target position and the initial position of the first wheel.

[0076] In this embodiment, after determining the target position, a feasible planned trajectory can be estimated in advance based on the initial position of the first wheel of the target vehicle, combined with an obstacle avoidance strategy. For example, when there are few obstacles on both sides, the planned trajectory can be a simple straight line, i.e., controlling the target vehicle to move straight to bring the first wheel to the target position. Alternatively, a feasible arc-shaped trajectory that avoids obstacles on both sides can be planned using an Ackerman bicycle model to complete obstacle avoidance. Of course, in actual parking scenarios, especially in narrow side parking scenarios, there are usually many obstacles on both sides, and the vehicle is prone to collision. This application further provides a technical solution for obstacle avoidance based on a multi-segment circular arc planned trajectory. Specifically, for ease of understanding, the following will describe the specific implementation steps of generating a planned trajectory based on the target position and the initial position of the first wheel and proceeding along the planned trajectory.

[0077] Specifically, please refer to Figure 3. Figure 3 is a schematic flowchart of the steps for generating a planned trajectory to control a vehicle according to an embodiment of this application. Specifically, the planned trajectory provided in this embodiment includes at least a first circular arc planned trajectory, a second circular arc planned trajectory, and a target planned position. Here, the target planned position can typically be the tangent point of the first and second circular arc planned trajectories. In this case, step S120 specifically includes steps S310 and S320, which are detailed below:

[0078] S310, determine the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the first circular arc planned trajectory.

[0079] In this embodiment, when controlling the target vehicle to move along a circular arc planned trajectory, it is usually necessary to adjust the steering angle of the vehicle wheels. As described above, the first wheel is typically the front wheel, such as the left front wheel, while the corresponding second wheel is typically the rear wheel, which may include the left and right rear wheels. Specifically, to achieve obstacle avoidance, the first steering angle of the first wheel and the second steering angle of the second wheel are usually adjusted based on the distance information between the target vehicle and surrounding obstacles. See Figure 4 for details. Figure 4 is a flowchart illustrating the steps for generating a first circular arc planned trajectory based on an obstacle avoidance strategy according to this embodiment, specifically including steps S410 to S430:

[0080] S410, Obtain the distance information between the target vehicle and surrounding obstacles.

[0081] In this embodiment of the application, the distance information between the target vehicle and surrounding obstacles typically includes the distance information between the target vehicle and obstacles on both sides, including the distance information of obstacles on the same side as the parking space and the distance information of obstacles on the opposite side of the parking space.

[0082] S420, determine the steering angle ratio between the first wheel and the second wheel based on the distance information.

[0083] In this embodiment of the application, determining the steering angle ratio of the first wheel and the second wheel based on distance information also refers to comprehensively adjusting the steering angle ratio of the first wheel and the second wheel based on distance information from obstacles on different sides.

[0084] S430, determine the center radius based on the steering angle ratio to generate the first circular arc planning trajectory.

[0085] After determining the steering angle ratio of the first wheel and the second wheel, the steering angle of the second wheel can usually be set to the maximum permissible steering angle. This determines the steering angles of the first and second wheels. Then, the intersection points of perpendicular lines perpendicular to the steering angles of the first and second wheels are used to determine the center and radius of the turn, thus generating the first circular arc planning trajectory. Specifically, for ease of understanding, please refer to Figure 5. Figure 5 is a schematic diagram of the effect of the vehicle model with front and rear wheel steering provided in the embodiment of this application, detailed below.

[0086] In this embodiment, when the steering angle deltaf′ of the second wheel (rear wheel) remains unchanged, for example, when the steering angle deltaf′ is kept at the maximum allowable steering angle of the rear wheel (10°), the vehicle can travel with different turning radii by adjusting the steering angle deltaf of the first wheel (front wheel). For example, when the steering angle deltaf of the first wheel is kept small, the perpendicular line drawn from the first wheel's steering angle to the second wheel's steering angle intersects at point O1. At this time, the wheel will travel along the path pathA with a larger turning radius. When the steering angle of the first wheel is gradually increased, the intersection of the perpendicular line drawn from the first wheel's steering angle to the second wheel's steering angle will gradually move closer to point O2, where O2 represents the center of the circle corresponding to the maximum steering angle of the vehicle's front wheel. At this time, the wheel will travel along the path pathA′ with the minimum turning radius. Of course, in the actual planning process, the first arc trajectory planned based on the obstacle information on both sides can be any point on the straight line 01 to 02, such as 03, as the center, and its turning radius is between the corresponding turning radii of the two points, so as to complete obstacle avoidance.

[0087] S320, if the first wheel travels to the target planned position, then adjust the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the second circular arc planned trajectory.

[0088] In this embodiment, after determining the appropriate steering ratio of the first and second wheels based on the obstacle information on both sides and generating the first circular arc planning trajectory, after the first wheel reaches the target planning position, the first steering angle of the first wheel and the second steering angle of the second wheel are further adjusted, and the target vehicle is controlled to move along the second circular arc planning trajectory, so as to control the first wheel to move towards the target position. It can be seen that both the target planning position and the target position in the target parking space are located on the second circular arc planning trajectory. At this time, the target planning position can be the tangent point of the first and second circular arc planning trajectories.

[0089] Of course, it should be noted that in narrow scenarios with small turning radii, there may be a possibility that the vehicle cannot travel along the two tangent circular arc planning trajectories. In this case, the planning trajectory also includes a first straight-line planning trajectory, which is usually the tangent to the two circular arc planning trajectories. The target planning position includes a first planning position and a second planning position, which are the two endpoints of the first straight-line planning trajectory, or the tangent points of the first straight-line planning trajectory and the two circular arc planning trajectories. When the first wheel reaches the target planning position, the steps of adjusting the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the second circular arc planning trajectory specifically include:

[0090] If the first wheel travels to the first planned position, the target vehicle is controlled to travel along the first straight planned trajectory.

[0091] If the first wheel travels to the second planned position, the first steering angle of the first wheel and the second steering angle of the second wheel are adjusted to control the target vehicle to travel along the second circular arc planned trajectory.

[0092] In this embodiment, when the first wheel moves along the first circular arc planned trajectory to the first planned position, the current attitude of the vehicle will remain unchanged, and the vehicle will be controlled to move along the first straight line planned trajectory according to the current heading angle until it reaches the second planned position. Then, the first steering angle of the first wheel and the second steering angle of the second wheel will be adjusted accordingly to control the target vehicle to move along the second circular arc planned trajectory until the first wheel moves to the target position, and the subsequent process will be executed to complete the parking.

[0093] Specifically, to facilitate understanding of the planning trajectory provided above, please refer to Figure 6. Figure 6 is a schematic diagram of the effect of the planning trajectory provided in the embodiment of this application, which is described in detail below.

[0094] Specifically, in the effect diagram, Ps1 to Ps2 is the first circular arc planning trajectory, Ps2 to Ps3 is the straight line planning trajectory tangent to the first circular arc planning trajectory, with the tangency point being Ps2, and Ps3 to wheeltp1 is the second circular arc planning trajectory tangent to the straight line planning trajectory, with the tangency point being Ps3. Specifically, as described above, the turning radius of the first circular arc trajectory can be achieved by adjusting the steering angles of the front and rear wheels based on obstacles on both sides. For example, when the rear wheels maintain the maximum permissible steering angle while the front wheels maintain a smaller steering angle, the center of the first circular arc trajectory is 01. When the front wheels maintain the maximum steering angle, the center of the first circular arc trajectory is 02. Of course, to avoid obstacles on both sides, the actual center of the first circular arc trajectory can be selected between 01 and 02 depending on the situation of the obstacles on both sides during the planning process. For example, taking the effect diagram shown in Figure 6 as an example, the actual center of the first circular arc trajectory is selected as 03 to meet the requirement that the vehicle can just avoid the obstacles on both sides during the process. When the vehicle travels along the first circular arc trajectory to Ps2, it will maintain the current attitude of the vehicle and control the vehicle to continue along the current heading angle in a straight line, that is, control the vehicle to move towards Ps3 until the vehicle reaches Ps3. The steering angles of the front and rear wheels will be adjusted again to control the vehicle to travel along the second circular arc trajectory to the target position, i.e., the first target point wheeltp1. Specifically, in the second circular arc trajectory, the steering angle of the rear wheels is usually opposite to that in the first circular arc trajectory. For example, if the rear wheels turn 10° to the left in the first circular arc trajectory, the corresponding steering angle in the second circular arc trajectory is recorded as turning 10° to the right. Of course, in order to ensure that the vehicle can travel along the second circular arc trajectory to the target position, the steering angle of the front wheels also needs to be adjusted appropriately to determine a suitable turning radius, for example, with 02′ as the center, the vehicle can be controlled to travel to the target position.

[0095] Furthermore, it should be noted that Ps3 is also a critical position in the path planning of the first wheel's journey to the target position. Specifically, due to vehicle control errors, the first wheel may land at a point other than Ps3, such as to the left or right of Ps3. In this case, it can be understood that if the first wheel lands at a point other than Ps3, and the control strategy based on the previously determined second arc trajectory is still used, for example, with 02′ as the center, the first wheel will be controlled to reach a position other than the target position wheeltp1 after the arc rotation. This will obviously affect the subsequent parking effect achieved through rotation. Therefore, to further improve the control effect of vehicle parking, in this embodiment, a replanning is performed at the first wheel's arrival at the planned position, such as the target planned position, or the second planned position within the target planned position. This is step S320, which specifically includes:

[0096] When the first wheel travels to a preset range of the target planned position, the second circular arc planned trajectory is replanned based on the real-time position of the first wheel and the relative position information of the target planned position to obtain the third circular arc planned trajectory.

[0097] Adjust the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the planned trajectory of the third circular arc.

[0098] In this embodiment, it should be noted that when the planned trajectory involves a straight line, that is, when the target planned position includes a first planned position and a second planned position, the target planned position here refers to the second planned position. Specifically, when the first wheel travels to the vicinity of the second planned position, the real-time position of the first wheel under real-time vehicle control is collected. Typically, due to errors in vehicle control, there will be a certain offset between the real-time position of the first wheel and the target planned position, such as to the left or right. Then, based on the real-time position and the target planned position, the second circular arc planned trajectory is re-planned to obtain a new third circular arc planned trajectory. The first steering angle of the first wheel and the second steering angle of the second wheel are then re-determined to control the vehicle to travel along the third circular arc planned trajectory. Specifically, the re-planning of the second circular arc planned trajectory is based on the real-time position and the target position, that is:

[0099] The first perpendicular line corresponding to the target line is determined based on the target line from the real-time position of the first wheel to the target position;

[0100] The center of rotation and the turning radius are determined based on the second perpendicular line corresponding to the first steering angle of the first wheel and the first perpendicular line.

[0101] The third circular arc trajectory is determined based on the rotation center and the turning radius.

[0102] In this embodiment, a first perpendicular line is obtained by drawing the perpendicular bisector of the target straight line from the real-time position of the first wheel to the target position. Then, while keeping the steering angle of the left front wheel unchanged, a second perpendicular line perpendicular to the steering angle of the left front wheel is drawn and intersects with the first perpendicular line to determine the center of the readjusted third circular arc planning trajectory. The distance between the center of this circle and the left front wheel is recorded as the turning radius of the third circular arc planning trajectory, thereby finally determining the third circular arc planning trajectory. By appropriately adjusting the steering angle of the rear wheels, the vehicle is controlled to move from the real-time position to the target position wheeltp1 according to the adjusted third circular arc planning trajectory.

[0103] Specifically, for easier understanding of the above content, please refer to Figure 7. Figure 7 is a schematic diagram of the effect of replanning the circular arc trajectory based on the real-time position of the wheel, as provided in the embodiment of this application, and is described in detail below.

[0104] In the embodiments of this application, it can be seen that when the vehicle is at the predetermined position Ps3, controlling the vehicle to travel along the center 02′ will allow it to reach the target position wheeltp1. However, when the left front wheel is at a position other than Ps3, such as the left side Ps3′, if the vehicle is still controlled to travel along the original predetermined second circular arc trajectory, that is, along the center 02′, the first wheel will travel to a position wheeltp1′ outside the outer parking space line, thus failing to meet the subsequent parking requirements. Therefore, the second circular arc trajectory can be adjusted. Specifically, taking the left side Ps3′ as an example, the perpendicular bisector of the straight line between Ps3′ and the first target point can be drawn, and its intersection with the perpendicular line of the real-time steering angle of the first wheel can be obtained to get the new planned circle center 03′, and the new third circular arc planned trajectory can be determined. At this time, by adjusting the steering angle of the rear wheel, the vehicle can be controlled to move from Ps′ to the target position wheeltp1 along the new third circular arc planned trajectory. Similarly, taking the left front wheel at Ps3″ to the right of Ps3 as an example, the perpendicular bisector of the straight line between Ps3″ and the first target point can also be drawn, and its intersection with the perpendicular line of the real-time steering angle of the first wheel can be obtained to get the new planned circle center 03″. At this time, the new third circular arc planned trajectory can also be determined, and by appropriately adjusting the steering angle of the rear wheel, the vehicle can be controlled to move from Ps3″ to the target position wheeltp1 along the new third circular arc planned trajectory. Of course, when the left front wheel is in other positions, the new third circular arc planned trajectory can also be redesigned and completed using the aforementioned method, which will not be elaborated here.

[0105] Of course, it should be noted that the aforementioned planning of the trajectory and control of the vehicle's first wheel to the target position is not intended to limit the automatic parking control method disclosed in this application. Any improvements made by those skilled in the art based on the concept of the automatic parking control method disclosed in this application should fall within the scope of protection claimed in this application.

[0106] S130, if the first wheel travels to the target position, then according to the heading angle of the target vehicle relative to the target parking space, control the target vehicle to rotate around the first wheel as the center to complete parking.

[0107] In this embodiment, after the first wheel reaches the target position, the target vehicle can be controlled to perform circular motion around the fixed first wheel based on the heading angle difference between the target vehicle and the target parking space. This allows the entire vehicle to be parked completely in the parking space, achieving complete parking. For example, the rear axle center circle rotation trajectory shown in Figure 7 above is a rotational parking maneuver centered on the left front wheel at the target position wheeltp1.

[0108] Specifically, during the process of controlling the target vehicle to make circular motion around the first wheel that has been fixed, the steering angles of the remaining wheels are different, and the specific steering angles can be adjusted based on the actual required rotation angle.

[0109] The automatic parking control method of this application, when the target vehicle is in a parallel parking scenario, first determines the target position of the first wheel of the target vehicle in the target parking space based on the position of the target parking space relative to the target vehicle. Then, based on the target position and the initial position of the first wheel, it controls the target vehicle to move along a planned trajectory until the first wheel reaches the target position. Based on the heading angle of the target vehicle relative to the target parking space, it controls the target vehicle to rotate around the first wheel as the center to complete the parking. The parking method provided by this application utilizes the steering adjustment of the front and rear wheels to achieve a smaller turning radius, thus realizing a solution of first controlling the wheel to reach the target position and then controlling the other wheels to rotate around the fixed center of that wheel to enter the parking space. Through a two-stage parking planning path, compared with the zigzag parking solution that repeatedly moves forward and backward in narrow parking scenarios, the automatic parking effect is effectively improved, thereby improving the user experience.

[0110] Of course, based on the aforementioned automatic parking control method, as a further feasible implementation of this application, during the parking initiation process, the target vehicle's position can be adjusted to ensure that the target vehicle is in a relatively easy-to-park initial position. That is, before the step of controlling the target vehicle to travel along the planned trajectory according to the target position and the initial position of the first wheel, the following can typically be included:

[0111] The target vehicle's pose is adjusted based on the distance information between the target vehicle and surrounding obstacles, as well as the target vehicle's heading angle, to determine the initial position of the first wheel.

[0112] Similarly, after parking is completed, if the real-time position and orientation of the target vehicle in the parking space still have a certain deviation, the position and orientation of the target vehicle can be further fine-tuned. That is, in the step of controlling the target vehicle to rotate around the first wheel based on the heading angle of the target vehicle relative to the target parking space, the automatic parking control method also includes:

[0113] Determine the deviation of the real-time pose of the target vehicle from the preset standard pose;

[0114] If the deviation exceeds a preset threshold, the real-time pose of the target vehicle is adjusted to complete parking.

[0115] Of course, in addition to the parallel parking scenario described above, the automatic parking control method provided in this application can also be applied to the parallel parking exit scenario, that is, to exit the target vehicle parked in the parallel parking space. In this case, it is usually necessary to execute the reverse process of the aforementioned automatic parking control method. Specifically, please refer to Figure 8, which is a schematic flowchart of a parallel parking exit method provided in an embodiment of this application, specifically including steps S810 to S820:

[0116] S810, when the target vehicle is in a side parking scenario, the target vehicle is controlled to rotate with the first wheel as the center, based on the distance between the first wheel of the target vehicle and the edge of the target parking space.

[0117] In this embodiment of the application, as can be seen from the foregoing description, when the target vehicle is in a side parking scenario, the reverse process of the aforementioned parking scenario can usually be executed to park the target vehicle. That is, the target vehicle can be controlled to make arc motion with the first wheel as the center, so that the target vehicle rotates to park out of the parking space.

[0118] Of course, during the above parking process, to avoid collisions, it is usually necessary to determine whether the target vehicle can be rotated to park out of the parking space based on the distance between the first wheel of the target vehicle and the edge of the target parking space. Specifically, based on the distance between the first wheel of the target vehicle and the edge of the target parking space, the target vehicle is controlled to rotate with the first wheel as the center. This includes:

[0119] If the distance between the first wheel of the target vehicle and the edge of the target parking space is greater than a preset distance threshold, then the step of controlling the target vehicle to rotate with the first wheel as the center is executed, wherein the distance threshold is related to the distance between the first wheel and the corner point of the target vehicle.

[0120] Specifically, the distance between the first wheel and the edge of the target parking space typically refers to the distance between the wheel and the two possible collision edges of the target parking space: the inner side and the bottom side. The preset distance threshold is usually related to the distance between the first wheel and a corner point in the target vehicle. For clarity, please refer to Figure 9, which is a schematic diagram of collision detection in a side-parking scenario provided by an embodiment of this application, detailed below.

[0121] Specifically, the distance between the first wheel and the edge of the target parking space typically includes two segments, EF and EG, while the distance threshold related to the distance between the first wheel and the corner point of the target vehicle is usually related to EB and EC. Therefore, when the above parameters meet the following conditions:

[0122] in, and The expansion coefficient of the parking space and obstacles is usually a preset value. At this time, it can be assumed that the target vehicle meets the conditions for compass rotation, so that the target vehicle can be controlled to rotate in a compass-like motion with the first wheel as the center.

[0123] S820, until the target vehicle rotates to a preset reference position, determine the steering angle of the first wheel and the second wheel, and control the first wheel and the second wheel to move along a preset planned trajectory according to the steering angle to complete parking.

[0124] In this embodiment, the steering angles of the first and second wheels are determined until the target vehicle rotates to a preset reference position, for example, the right rear corner of the vehicle is rotated to the critical position of the left parking space line. Based on the steering angle, the first and second wheels are controlled to travel along a preset planned trajectory, for example, along the aforementioned second circular arc trajectory and the straight-line planned trajectory first circular arc trajectory, to complete the reverse process of parking, thereby realizing parking out.

[0125] Of course, it should be noted that the above-mentioned embodiments are only illustrated using the right-side parking space as an example. For the left-side parking space, those skilled in the art can obviously determine the corresponding implementation scheme, which will not be elaborated here.

[0126] Of course, it should be noted that in the aforementioned automatic parking control method, considering the high safety requirements of intelligent driving, the failure of a single control link would cause functional degradation and significantly reduce the customer experience. Therefore, redundant link hot standby switching is considered, allowing a backup link to take over when a single link fails, increasing system robustness and user experience. For example, please refer to Figure 10a, which is a schematic diagram of an automatic parking control communication link provided by related technologies, detailed below.

[0127] In the relevant automatic parking control communication link, the architecture and software implementation of the control module vary across different platforms and projects. The parking planning control module sends vehicle control commands to the actual vehicle chassis through modules A1 and A2. Module A1 is deployed on the SOC side, and module A2 is deployed on the MCU side. Module A1 mainly refers to the algorithm and proxy forwarding module. The algorithm function mainly fuses the data from the fisheye camera and 12 channels of ultrasonic sensors to obtain fused parking space information and obstacle data. The MCU sends vehicle control information such as vehicle speed, gear position, and steering wheel angle to module A1 through module A2. After receiving the data, module A1 integrates the data it has collected through sensors and sends it to the parking planning control module. After the parking planning and control module completes route planning using the collected information and generates corresponding control commands, it transmits the control commands to module A2 through module A1 to control the parking process. This control scheme is highly dependent on modules A1 and A2. When the link between A1 and A2 malfunctions, the normal automatic parking control function will be affected and the function will be downgraded, such as putting the car in Park and the instrument display indicating that the automatic parking function has been discontinued, which will cause inconvenience to users and a poor customer experience.

[0128] To improve the effectiveness of the automatic parking control method provided in this application, this application adds modules B1 and B2. Module B2 supports DDS (Data Distribution Service) to complete communication with the parking planning control module. It can also support handshake control logic for EPS (Electric Power Steering) and IPB (Intelligent Integrated Braking System). When there is a problem with the A1 and A2 links, such as failure to subscribe to data, a second control scheme is selected by switching on and off.

[0129] Specifically, please refer to Figure 10b, which is a schematic diagram of an automatic parking control communication link provided in an embodiment of this application, and is described in detail below.

[0130] In this embodiment, modules B1 and B2 are added, and modules B1 and B2 are deployed on the MCU side.

[0131] There is a certain mapping relationship between modules A1, A2 and modules B1, B2. This application does not impose constraints on the links, but only illustrates one combination method.

[0132] For the parking planning control module, data is received from module A1 via a communication middleware protocol. If a timeout occurs during the reception of A1's output, or if topic subscription fails, the planning control module can initiate the reception of data from module B2. Simultaneously, the planning control processing output data, such as control commands, is sent out via module B2. The detection strategy for A1 link reception or subscription output failure includes, but is not limited to, E2E verification, heartbeat verification, etc. This patent does not elaborate on the software implementation strategy.

[0133] For a taken-over link, there are strict limitations on the restoration of control. The state cannot be switched before the next driving cycle, even if the fault of the main domain controller has been recovered in the current driving cycle.

[0134] For fault alarm reports, after system takeover, the instrument panel should not display any abnormal indicator lights other than the takeover indicator. Other fault displays are disabled by this takeover indicator.

[0135] The performance requirements for failover are primarily based on not affecting the driving experience.

[0136] That is, in the automatic parking control method provided in this application, after the step of controlling the target vehicle to travel along the planned trajectory based on the target position and the initial position of the first wheel, the method further includes:

[0137] The target location and preset vehicle control information are sent to the preset planning module through the first communication link, so that the preset planning module generates a planned trajectory.

[0138] When the preset planning module does not receive information sent through the first communication link, the target location and preset vehicle control information are sent to the preset planning module through the second communication link.

[0139] To further understand the automatic parking control method provided in the embodiments of this application, this application also provides an automatic parking control device. Specifically, please refer to Figure 11, which is a structural schematic diagram of an automatic parking control device provided in an embodiment of this application, specifically including:

[0140] The first processor 1110 is used to determine the target position of the first wheel of the target vehicle in the target parking space based on the position information of the target parking space relative to the target vehicle when the target vehicle is in a side parking scenario.

[0141] The first controller 1120 is used to control the target vehicle to travel along the planned trajectory based on the target position and the initial position of the first wheel;

[0142] The second controller 1130 is configured to control the target vehicle to rotate around the first wheel as the center, based on the heading angle of the target vehicle relative to the target parking space, until the first wheel reaches the target position, thereby completing the parking maneuver.

[0143] The aforementioned first processor, first controller, and second controller can be understood as various integrated units in a computer device used to process specific steps.

[0144] The automatic parking control device of this application, when the target vehicle is in a parallel parking scenario, first determines the target position of the first wheel of the target vehicle in the target parking space based on the position of the target parking space relative to the target vehicle. Then, based on the target position and the initial position of the first wheel, it controls the target vehicle to move along a planned trajectory until the first wheel reaches the target position. Based on the heading angle of the target vehicle relative to the target parking space, it controls the target vehicle to rotate around the first wheel as the center to complete the parking. The parking method provided by this application utilizes the steering adjustment of the front and rear wheels to achieve a smaller turning radius, thus realizing a solution of first controlling the wheel to reach the target position and then controlling the other wheels to rotate around the fixed center of that wheel to enter the parking space. Through a two-stage parking planning path, compared with the zigzag parking solution that repeatedly moves forward and backward in narrow parking scenarios, the automatic parking effect is effectively improved, thereby improving the user experience.

[0145] As another embodiment of this application, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is used to execute the computer program in the memory to implement the automatic parking control method provided above.

[0146] Specifically, please refer to Figure 12, which is a block diagram illustrating an electronic device 1200 according to an exemplary embodiment. As shown in Figure 12, the electronic device 1200 may include a processor 1201 and a memory 1202. The electronic device 1200 may also include one or more of a multimedia component 1203, an input / output (I / O) component 1204, and a communication component 1205. In this embodiment, the electronic device 1200 may be a device integrated into a vehicle to interact with the aforementioned automatic parking control device to implement the automatic parking control method provided in this embodiment. It should be understood that the electronic device 1200 may also include some components of the aforementioned automatic parking control device. For example, the determining module, the first control module, the second control module, etc., may be partially or fully integrated into the electronic device 1200.

[0147] The processor 1201 controls the overall operation of the electronic device 1200 to complete all or part of the steps in the above-described automatic parking control method. The memory 1202 stores various types of data to support the operation of the electronic device 1200. This data may include, for example, instructions for any application or method operating on the electronic device 1200, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 1202 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 1203 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 1202 or transmitted via communication component 1205. The audio component also includes at least one speaker for outputting audio signals. I / O component 1204 provides an interface between processor 1201 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 1205 is used for wired or wireless communication between the electronic device 1200 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 1205 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0148] In an exemplary embodiment, the electronic device 1200 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the automatic parking control method described above.

[0149] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the above-described automatic parking control method. For example, the computer-readable storage medium may be the memory 1202 including program instructions, which can be executed by the processor 1201 of the electronic device 1200 to complete the following steps:

[0150] When the target vehicle is in a side parking scenario, the target position of the first wheel of the target vehicle in the target parking space is determined based on the position information of the target parking space relative to the target vehicle.

[0151] The target vehicle is controlled to travel along the planned trajectory based on the target position and the initial position of the first wheel;

[0152] When the first wheel reaches the target position, the target vehicle is controlled to rotate around the first wheel as the center, based on the heading angle of the target vehicle relative to the target parking space, to complete the parking.

[0153] This application also provides a vehicle, including a vehicle controller, a processor, and a memory, wherein the memory stores a computer program; when the computer program is executed by the processor, the processor performs the automatic parking control method described in any of the preceding claims.

[0154] In one embodiment, the vehicle can be configured for fully or partially autonomous driving. For example, the vehicle can control itself while in autonomous driving mode, and can determine the current state of the vehicle and its surrounding environment through human intervention, determine the possible behaviors of at least one other vehicle in the surrounding environment, and determine the confidence level corresponding to the probability of that other vehicle performing a possible behavior, and control the vehicle based on the determined information. When the vehicle is in autonomous driving mode, it can be configured to operate without human interaction.

[0155] The vehicle may also include various subsystems, such as a driving system, sensor system control system, one or more peripheral devices, as well as power supply, computer system, and user interface. Optionally, the vehicle may include more or fewer subsystems, and each subsystem may include multiple components, such as multiple ECUs (electronic control units, i.e., vehicle computers) per subsystem.

[0156] In addition, each subsystem and component of the vehicle can be interconnected via wired or wireless means.

[0157] A propulsion system may include components that provide powered motion to the vehicle. In one embodiment, the propulsion system may include an engine, an energy source, a transmission, and wheels / tires. The engine may be an internal combustion engine, an electric motor, an air-compressed engine, or a combination of other types of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air-compressed engine. The engine converts energy into mechanical energy.

[0158] Examples of energy sources include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy sources can also power other systems in the vehicle.

[0159] A transmission system can transmit mechanical power from an engine to the wheels. The transmission system may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission system may also include other components, such as a clutch. The drive shaft may include one or more axles that can be coupled to one or more wheels.

[0160] A sensor system may include several sensors that sense information about the vehicle's surrounding environment. For example, a sensor system may include a positioning system (which could be GPS, BeiDou, or another positioning system), an inertial measurement unit (IMU), radar, a laser rangefinder, and cameras. The sensor system may also include sensors from the vehicle's internal systems being monitored (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a critical function for the safe operation of autonomous vehicles.

[0161] A positioning system can be used to estimate a vehicle's geographical location. An IMU is used to sense changes in the vehicle's position and orientation based on inertial acceleration. In one embodiment, the IMU can be a combination of an accelerometer and a gyroscope.

[0162] Radar can use radio signals to sense objects in the vehicle's surrounding environment. In some embodiments, in addition to sensing objects, radar can also be used to sense the speed and / or direction of travel of objects.

[0163] A laser rangefinder can use lasers to sense objects in the environment in which a vehicle is located. In some embodiments, a laser rangefinder may include one or more laser sources, a laser scanner, one or more processing modules, and other system components.

[0164] The camera can be used to capture multiple images of the vehicle's surroundings. The camera can be a still camera or a video camera.

[0165] A control system controls the operation of a vehicle and its components. Control systems can include various elements, including steering systems, throttles, braking units, computer vision systems, route control systems, and obstacle avoidance systems.

[0166] The steering system is operable to adjust the vehicle's direction of travel. For example, in one embodiment, it can be a steering wheel system.

[0167] The throttle is used to control the engine's operating speed and, consequently, the vehicle's speed.

[0168] The braking unit is used to control the deceleration of the vehicle. The braking unit uses friction to slow down the wheels.

[0169] In other embodiments, the braking unit can convert the kinetic energy of the wheels into electrical current. The braking unit may also take other forms to slow down the wheel rotation speed, thereby controlling the vehicle speed.

[0170] Computer vision systems can be operated to process and analyze images captured by cameras to identify objects and / or features in the environment surrounding a vehicle. These objects and / or features may include traffic signals, road boundaries, and obstacles. Computer vision systems may use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, computer vision systems may be used to map the environment, track objects, estimate object velocities, and so on.

[0171] A route control system is used to determine the driving route of a vehicle. In some embodiments, the route control system may combine data from GPS and one or more predetermined maps to determine the driving route for the vehicle.

[0172] Obstacle avoidance systems are used to identify, assess, and avoid or otherwise traverse potential obstacles in the environment in which a vehicle is located.

[0173] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0174] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. The descriptions of each embodiment in this application have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant embodiments of other embodiments. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. An automatic parking control method, wherein, The method comprises: in response to the target vehicle being in a side parking scenario, determining a target position in the target parking space corresponding to a first wheel in the target vehicle according to position information of the target parking space relative to the target vehicle; controlling the target vehicle to travel along a planned trajectory according to the target position and an initial position of the first wheel; and in response to the first wheel traveling to the target position, controlling the target vehicle to rotate around the first wheel according to a heading angle of the target vehicle relative to the target parking space to complete parking.

2. The method of claim 1, wherein, The planned trajectory comprises at least a first circular arc planned trajectory, a second circular arc planned trajectory, and a target planned position; controlling the target vehicle to travel along the first circular arc planned trajectory by determining a first steering angle of the first wheel and a second steering angle of a second wheel; and in response to the first wheel traveling to the target planned position, adjusting the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the second circular arc planned trajectory. The planned trajectory further comprises a first straight line planned trajectory, and the target planned position comprises a first planned position and a second planned position; in response to the first wheel traveling to the target planned position, adjusting the first steering angle of the first wheel and the second steering angle of the second wheel comprises:

3. The method of claim 2, wherein, controlling the target vehicle to travel along the first straight line planned trajectory in response to the first wheel traveling to the first planned position; and in response to the first wheel traveling to the second planned position, adjusting the first steering angle of the first wheel and the second steering angle of the second wheel. Before the step of determining the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the first circular arc planned trajectory, the method further comprises: obtaining distance information of the target vehicle and surrounding obstacles; 4. The method of claim 2, wherein, determining a steering angle ratio of the first wheel and the second wheel according to the distance information; and determining a center radius according to the steering angle ratio to generate the first circular arc planned trajectory. in response to the first wheel traveling to the target planned position, adjusting the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the second circular arc planned trajectory comprises: in response to the first wheel traveling to a preset range of the target planned position, re-planning the second circular arc planned trajectory according to a real-time position of the first wheel to obtain a third circular arc planned trajectory; and 5. The method of claim 2, wherein, adjusting the first steering angle of the first wheel and the second steering angle of the second wheel to control the target vehicle to travel along the third circular arc planned trajectory. the re-planning the second circular arc planned trajectory according to the real-time position of the first wheel to obtain the third circular arc planned trajectory comprises: ​ 6. The method of claim 5, wherein, ​ determining a first perpendicular line corresponding to the target straight line according to a real-time position of the first wheel to the target position of the target location; determining a rotation center and a turning radius according to a second perpendicular line corresponding to a first steering angle of the first wheel and the first perpendicular line; and determining the third arc planning trajectory according to the rotation center and the turning radius.

7. The method according to any one of claims 1 to 6, wherein, Before the step of controlling the target vehicle to travel along the planning trajectory according to the target position and an initial position of the first wheel, the method further comprises: adjusting a pose of the target vehicle according to distance information of the target vehicle relative to surrounding obstacles and a heading angle of the target vehicle to determine the initial position of the first wheel.

8. The method according to any one of claims 1 to 7, wherein, After the step of controlling the target vehicle to rotate with the first wheel as the center according to the heading angle of the target vehicle relative to the target parking space, the method further comprises: determining a deviation of a real-time pose of the target vehicle relative to a preset standard pose; and adjusting the real-time pose of the target vehicle to complete parking in response to the deviation being greater than a preset threshold.

9. The method according to any one of claims 1 to 8, wherein, The method further comprises: in response to the target vehicle being in a side parking-out scene, controlling the target vehicle to rotate with the first wheel as the center according to a distance between the first wheel of the target vehicle and an edge of the target parking space; and in response to the target vehicle rotating to a preset reference position, determining steering angles of the first wheel and a second wheel and controlling the first wheel and the second wheel to travel along a preset planning trajectory according to the steering angles to complete parking-out.

10. The method of claim 9, wherein, The step of controlling the target vehicle to rotate with the first wheel as the center according to a distance between the first wheel of the target vehicle and an edge of the target parking space comprises: in response to the distance between the first wheel of the target vehicle and the edge of the target parking space being greater than a preset distance threshold, performing the step of controlling the target vehicle to rotate with the first wheel as the center, wherein the distance threshold is related to a distance between the first wheel and a corner point in the target vehicle.

11. The method according to any one of claims 1 to 10, wherein, Before the step of controlling the target vehicle to travel along the planning trajectory according to the target position and an initial position of the first wheel, the method further comprises: downloading the target position and preset vehicle control information to a preset planning module through a first communication link to enable the preset planning module to generate a planning trajectory; and in response to the preset planning module not receiving information downloaded through the first communication link, downloading the target position and preset vehicle control information to the preset planning module through a second communication link.

12. A parking control device, wherein, comprises: a first processor configured to, in response to a target vehicle being in a side parking scene, determine a target position corresponding to a first wheel of the target vehicle in a target parking space according to position information of the target parking space relative to the target vehicle; a first controller configured to control the target vehicle to travel along a planning trajectory according to the target position and an initial position of the first wheel; and a second controller configured to, in response to the target vehicle being in a side parking-out scene, control the target vehicle to rotate with the first wheel as the center according to a distance between the first wheel of the target vehicle and an edge of the target parking space. A second controller is configured to, in response to the first wheel reaching the target position, control the target vehicle to rotate around the first wheel according to a heading angle of the target vehicle relative to the target parking space, so as to complete parking.

13. An electronic device, comprising: A computer readable storage medium stores a computer program product, and the computer program product comprises computer instructions. When the computer instructions are executed by a computer, the computer implements the method according to any one of claims 1 to 11.

14. A computer storage medium, wherein, The computer storage medium stores instructions, and the instructions cause the computer to implement the method according to any one of claims 1 to 11 when the instructions are executed by the computer.

15. A vehicle, wherein, A vehicle controller comprises a processor and a memory. The memory stores computer instructions. When the computer instructions are executed by the processor, the processor executes the method according to any one of claims 1 to 11.

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