Autonomous parking speed planning method and apparatus, and computer program product

Abstract

The present disclosure relates to an autonomous parking speed planning method and apparatus, and a computer program product. The method comprises: acquiring the current planned path and the current speed of a host vehicle; when the current speed of the host vehicle is greater than a preset speed threshold value, if the path length of the current planned path is less than a preset first threshold value, acquiring the percentage of a traveled distance to the path length, and on the basis of the percentage, obtaining a corresponding first target speed; if the path length of the current planned path is greater than or equal to the preset first threshold value, acquiring a road section where the host vehicle is currently located, and on the basis of the road section where the host vehicle is currently located and the traveled distance or the remaining distance, obtaining a corresponding first target speed, wherein the current planned path is divided into a plurality of road sections; and on the basis of the first target speed, obtaining a speed planning result. By means of the present disclosure, the parking experience and safety of autonomous parking can be improved.

Description

Automatic parking speed planning method, device and computer program product

[0001] The present disclosure claims priority to the Chinese patent application No. 202411270230.X entitled "Automatic parking speed planning method, device and computer program product" filed on September 11, 2024 with the China Patent Office, the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the online automatic parking speed planning technical field, in particular to an automatic parking speed planning method, device and computer program product. BACKGROUND

[0003] In modern society, cars have become an important tool for people's daily travel, and with the acceleration of urbanization, the problem of parking difficulty is increasingly prominent. The automatic parking system as a technology to solve the problem of parking difficulty has gradually been favored by consumers.

[0004] However, the existing automatic parking system still has the following technical problems in vehicle speed planning:

[0005] (1) Many automatic parking systems use fixed vehicle speed planning, which cannot be adjusted according to different planning path lengths and driving needs, resulting in poor parking experience;

[0006] (2) The existing vehicle speed planning often regards forward gear and reverse gear as the same, ignoring the special needs of reverse gear in terms of comfort.

[0007] The above technical problems affect the parking experience and safety, so it is urgent to propose a new automatic parking speed planning method to solve the above technical problems. SUMMARY

[0008] The purpose of the present disclosure is to provide an automatic parking speed planning method and its device and computer program product to improve the parking experience and safety of automatic parking.

[0009] To achieve the above purpose, according to the first aspect of the present disclosure, an automatic parking speed planning method is provided, comprising: obtaining a current planning path and a current vehicle speed; when the current vehicle speed is greater than a preset speed threshold, if the path length of the current planning path is less than a preset first threshold, obtaining a percentage of the distance traveled to the path length, and obtaining a corresponding first target speed according to the percentage; if the path length of the current planning path is greater than or equal to the preset first threshold, obtaining the road section where the vehicle is currently located, and obtaining a corresponding first target speed according to the road section where the vehicle is currently located and the distance traveled or the remaining distance; the current planning path is divided into multiple road sections; obtaining a speed planning result according to the first target speed.

[0010] According to a second aspect of the present disclosure, an automatic parking speed planning device is provided, comprising modules for performing the method of the first aspect of the present disclosure.

[0011] According to a third aspect of the present disclosure, an automatic parking speed planning device is provided, comprising: a communication interface for communicating with other electronic devices; a memory for storing computer program instructions; and a processor for executing the computer program instructions to support the device to implement the method according to the first aspect of the present disclosure.

[0012] According to a fourth aspect of the present disclosure, a computer program product is provided, comprising computer program instructions for instructing a computer device to perform operations corresponding to the method according to the first aspect.

[0013] The automatic parking speed planning method and device, and the computer program product provided by the present disclosure have the following beneficial effects:

[0014] By obtaining the path length of the current planning path and the current vehicle speed, it is determined whether the dynamic planning scenario is present according to the current vehicle speed. If the current vehicle speed is greater than the preset speed threshold, it is considered that the dynamic planning scenario is present. In the dynamic planning scenario, different speed planning strategies can be selected according to the length of the actual parking path to dynamically adjust the vehicle speed planning, so as to ensure that the parking process is both fast and smooth, overcome the limitations of fixed speed planning, and the vehicle can adjust the planning speed according to the actual situation, thereby providing a more flexible and safe parking experience. Meanwhile, the planning path is divided into multiple road segments, and the speed is adjusted according to different road segments where the vehicle is located, which helps to improve the adaptability of the vehicle in a complex parking environment, thereby improving the accuracy and safety of parking. In summary, the automatic parking speed planning method in the embodiments of the present disclosure can effectively improve the parking experience and safety in the parking process. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] FIG. 1 is a flowchart of an automatic parking speed planning method according to an embodiment of the present disclosure.

[0017] FIG. 2 is a schematic diagram of a first mapping relationship according to an embodiment of the present disclosure.

[0018] FIG. 3 is a schematic diagram of different road segments of a planning path according to an embodiment of the present disclosure.

[0019] FIG. 4 is a schematic diagram of a third mapping relationship in an embodiment of the present disclosure.

[0020] FIG. 5 is a schematic diagram of a second mapping relationship in an embodiment of the present disclosure.

[0021] FIG. 6 is a schematic diagram of a fourth mapping relationship in an embodiment of the present disclosure.

[0022] FIG. 7 is a schematic diagram of a sixth mapping relationship in an embodiment of the present disclosure.

[0023] FIG. 8 is a schematic diagram of a fifth mapping relationship in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0024] The detailed description of the drawings is intended as a description of the current embodiment of the present disclosure and is not intended to represent the only form in which the present disclosure can be practiced. It is understood that the same or equivalent functions can be accomplished by different embodiments that are intended to be within the spirit and scope of the present disclosure.

[0025] Referring to FIG. 1, one embodiment of the present disclosure provides an automatic parking speed planning method, which comprises the following steps:

[0026] In step S10, a current planning path and a current vehicle speed are obtained.

[0027] Specifically, the vehicle-mounted device can collect environmental data around the vehicle through vehicle-mounted sensors (such as radar, camera, ultrasonic sensor, etc.), including information such as the position, size, and position of surrounding obstacles of the parking space, and use the above information to plan a planning path from the current position of the vehicle to the target parking space. The vehicle size, space limitations of the parking space, and potential obstacles in the surrounding environment need to be considered during the planning path process. The method of the present embodiment is based on the planning path to further plan the vehicle speed.

[0028] In step S20, when the current vehicle speed is greater than a preset speed threshold, if the path length of the current planning path is less than a preset first threshold, a percentage of a traveled distance to the path length is obtained, and a corresponding first target speed is obtained according to the percentage; if the path length of the current planning path is greater than or equal to the preset first threshold, a current road segment of the vehicle is obtained, and a corresponding first target speed is obtained according to the current road segment of the vehicle and the traveled distance or the remaining distance; the current planning path is divided into a plurality of road segments.

[0029] Specifically, the current vehicle speed greater than the preset speed threshold indicates that the vehicle is already moving when the speed planning is performed, at this time the speed planning needs to consider the current dynamic state of the vehicle, and the speed planning in this case is called dynamic planning, because at this time the speed needs to be adjusted according to the current speed and position of the vehicle, rather than planning from a stationary state. Dynamic planning needs to ensure the smoothness and continuity of the vehicle during parking, avoiding sudden acceleration or deceleration.

[0030] The path length of the current planning path less than the preset first threshold indicates that the current planning path is a short distance planning path, and the preset first threshold is a length standard determined during system design, for example, 5 meters, used to distinguish long distance planning paths and short distance planning paths.

[0031] When the path length is less than the first threshold and in the dynamic planning scenario, a short distance dynamic path planning strategy can be used. The short distance dynamic path planning strategy can require the vehicle to travel at a lower speed in order to better control the vehicle and ensure safety. In this specific embodiment, a suitable first target speed is calculated by dynamically adjusting the speed according to the position of the vehicle on the path (percentage of distance traveled to path length), which allows the system to more accurately control the vehicle speed as the vehicle approaches the target parking space, improving the smoothness and safety of the parking process.

[0032] When the path length is greater than or equal to the first threshold, a long distance path planning strategy in the dynamic planning scenario can be used. The long distance path planning strategy can use a higher vehicle speed, because long distances usually mean that the vehicle has enough space and time to accelerate and decelerate, while reducing the total time required for parking; and in this specific embodiment, the current planning path is divided into multiple segments, and each segment is assigned a specific speed planning strategy.

[0033] Step S30, obtaining a speed planning result according to the first target speed.

[0034] Specifically, after obtaining the first target speed, the first target speed can be directly output to control the vehicle to travel, or the first target speed can be further optimized and corrected to control the vehicle to travel, depending on the scenario in which the vehicle is located and the relevant technical requirements.

[0035] It should be noted that the above steps S10-S30 refer to speed planning in the normal driving mode (non-crawling mode), and the crawling mode is usually used in critical moments in parking operation, such as when the ego vehicle needs to be very close to the target parking space or slowly move around other ego vehicles and obstacles. If the ego vehicle is currently in the crawling mode, it should be driven at the speed set in the crawling mode, such as 0.2kph, to ensure that the ego vehicle can be precisely controlled at a very low speed in the crawling mode, thereby providing higher operation safety and control accuracy in complex or limited environments.

[0036] In summary, the method of the embodiment obtains the path length of the current planning path and the current ego vehicle speed, determines whether it is in a dynamic planning scene according to the current ego vehicle speed, and if the current ego vehicle speed is greater than a preset speed threshold, it is considered to be in a dynamic planning scene. In the dynamic planning scene, different speed planning strategies can be selected according to the length of the actual parking path to dynamically adjust the ego vehicle speed planning, ensuring that the parking process is both fast and smooth, overcoming the limitations of fixed speed planning. The vehicle can adjust the planning speed according to the actual situation, thereby providing a more flexible and safe parking experience. At the same time, the planning path is divided into multiple road segments, and the speed is adjusted according to different road segments where the vehicle is located, which helps to improve the adaptability of the vehicle in complex parking environments, thereby improving the accuracy and safety of parking. In summary, the automatic parking speed planning method in the embodiment of the present disclosure can effectively improve the parking experience and safety in the parking process.

[0037] In some specific embodiments, in step S20, the corresponding first target speed is obtained according to the percentage, comprising: obtaining the corresponding first target speed according to the percentage and a first mapping relationship between the percentage and the ego vehicle speed.

[0038] In the specific embodiment, the first target speed is calculated by dynamically adjusting the speed according to the percentage of the traveled distance to the path length and the pre-set mapping relationship. The above first mapping relationship is pre-calibrated based on experimental results, which defines the speed of the ego vehicle at different percentages. The first mapping relationship is shown in FIG. 2. In one embodiment, the first mapping relationship can be represented in a table form, that is, the corresponding first target speed can be quickly obtained by looking up the table according to the percentage of the traveled distance to the path length.

[0039] In some specific embodiments, as shown in FIG. 3, the multiple road segments can include a starting road segment, an intermediate road segment, and an ending road segment.

[0040] In step S20, the corresponding first target speed is obtained according to the current road segment where the ego vehicle is located and the traveled distance or the remaining distance, comprising:

[0041] Step S201, when the ego vehicle is in the starting section, the traveled distance is obtained, and the corresponding first target speed is obtained according to the traveled distance and a second mapping relationship between the traveled distance and the ego vehicle speed;

[0042] Specifically, the starting section is the starting part of the planned path, and the length of the starting section can be set to 0.6 meters, that is, the path section between the initial position and the 0.6-meter distance position is defined as the starting section, so whether the ego vehicle is in the starting section can be determined by obtaining the traveled distance of the ego vehicle.

[0043] In the dynamic planning scenario, the speed planning strategy of the starting section is that the ego vehicle gradually changes from a non-stationary state to a cruising speed. Specifically, in the present embodiment, a preset second mapping relationship is used to determine the first target speed, and the above-mentioned second mapping relationship is pre-calibrated based on experimental results and defines the speed of the ego vehicle at different path positions in the starting section in the dynamic planning scenario, which is used to associate the traveled distance with the corresponding vehicle speed. In one embodiment, the second mapping relationship can be expressed in the form of a table, that is, the corresponding first target speed can be quickly obtained by looking up the table according to the traveled distance.

[0044] It should be noted that the above step S201 ensures that in the starting section of the dynamic planning scenario, the ego vehicle can start moving at an appropriate speed, which is dynamically calculated according to the position of the ego vehicle and the characteristics of the path to ensure the smoothness and safety of the acceleration process. In this way, the automatic parking system can provide more detailed and adaptive speed planning in the starting stage, thereby improving the overall parking experience and safety.

[0045] Step S202, when the ego vehicle is in the middle section, output a preset first speed as the first target speed.

[0046] Specifically, when the ego vehicle is in the middle section, it travels at a first speed, which is determined according to the characteristics of the path and the safety requirements of the ego vehicle, that is, the ego vehicle speed needs to change from the starting speed to the first speed in step S202.

[0047] Step S203, when the ego vehicle is in the ending section, the remaining distance is obtained, and the corresponding first target speed is obtained according to the remaining distance and a third mapping relationship between the remaining distance and the ego vehicle speed.

[0048] Specifically, in the dynamic planning scenario, the ending section is the last part of the planned path, and the ego vehicle starts to decelerate from the first speed and prepares to stop. In the ending section, the speed is adjusted according to the remaining distance to ensure that the ego vehicle can stop smoothly. The third mapping relationship is pre-calibrated based on experimental results, which defines the speed of the ego vehicle at different path positions in the ending section. In one example, the third mapping relationship is shown in FIG. 4. In one embodiment, the third mapping relationship can be represented in a table form, that is, the corresponding first target speed can be quickly obtained by looking up the table according to the remaining distance or the "distance traveled in the ending section".

[0049] It should be noted that through the above steps S201-S203, different speed planning strategies can be adopted according to the different positions and states of the ego vehicle on the path, thereby improving the efficiency and safety of the parking process. This method is particularly suitable for long-distance planning paths.

[0050] In some specific embodiments, as shown in FIG. 5, the second mapping relationship includes:

[0051] The first target speed is a preset second speed.

[0052] In some specific embodiments, the above automatic parking speed planning method further includes step S40.

[0053] Step S40 includes:

[0054] Step S401, when the current ego vehicle speed is less than or equal to a preset speed threshold, and the path length of the current planned path is less than a preset first threshold, the percentage of the distance traveled to the path length is obtained, and the corresponding first target speed is obtained according to the percentage and a fourth mapping relationship between the percentage and the ego vehicle speed.

[0055] In specific embodiments, the current ego vehicle speed less than or equal to the preset speed threshold indicates that the ego vehicle is in a stationary state, and the speed planning does not need to consider the current dynamic state of the ego vehicle. The speed planning in this case is called static planning, that is, planning from a stationary state.

[0056] The path length of the current planned path being less than the preset first threshold indicates that the current planned path is a short-distance planning path. The preset first threshold is a length standard determined during system design, for example, 5 meters, which is used to distinguish between long-distance planning paths and short-distance planning paths.

[0057] When the path length is less than the first threshold value and in the static planning scenario, a short-distance static path planning strategy can be adopted. The short-distance static path planning strategy can be to require the ego vehicle to travel at a lower speed so as to better control the ego vehicle and ensure safety. In this embodiment, a fourth mapping relationship is proposed to dynamically adjust the speed according to the position of the ego vehicle on the path (percentage of the distance traveled to the path length) and the pre-set fourth mapping relationship to calculate the appropriate first target speed. This planning method allows the system to more accurately control the speed of the ego vehicle when the ego vehicle approaches the target parking space or encounters other situations that need to be passed slowly, thereby improving the smoothness and safety of the parking process. The fourth mapping relationship is pre-calibrated based on experimental results and defines the speed of the ego vehicle at different path positions (percentages). The fourth mapping relationship is shown in FIG. 6. In an embodiment, the fourth mapping relationship can be represented in a table form, that is, the corresponding first target speed can be quickly obtained by looking up the table according to the percentage of the distance traveled to the path length.

[0058] In some embodiments, step S40 further comprises:

[0059] Step S402, when the current ego vehicle speed is less than or equal to the pre-set speed threshold value, and the path length of the current planning path is greater than or equal to the pre-set first threshold value, the current road segment in which the ego vehicle is located is obtained; wherein the current planning path is divided into a starting road segment, an intermediate road segment, and an ending road segment.

[0060] Specifically, when the path length is greater than or equal to the first threshold value, a long-distance path planning strategy in the static planning scenario can be adopted. The long-distance path planning strategy can be to adopt a higher ego vehicle speed, because a long distance usually means that the ego vehicle has enough space and time to perform acceleration and deceleration operations, and can reduce the total time required for parking; and in this embodiment, the current planning path is divided into a starting road segment, an intermediate road segment, and an ending road segment, each of which has a specific speed planning strategy.

[0061] Step S403, when the ego vehicle is in the starting road segment, the distance traveled is obtained, and the corresponding first target speed is obtained according to the distance traveled and a fifth mapping relationship between the distance traveled and the ego vehicle speed;

[0062] Specifically, in the static planning scenario, the speed planning strategy of the starting section is to gradually accelerate the ego vehicle from the static state to the cruising speed. Specifically, a preset fifth mapping relationship is used in this embodiment to determine the first target speed, which associates the traveled distance with the corresponding vehicle speed. The fifth mapping relationship is pre-calibrated based on experimental results and defines the appropriate speed of the ego vehicle at different path positions of the starting section. In an embodiment, the fifth mapping relationship can be represented in a table form, i.e., the corresponding first target speed can be quickly obtained by looking up the table according to the traveled distance.

[0063] It should be noted that step S403 ensures that the ego vehicle can start moving at an appropriate speed on the starting section of the static planning scenario, which is dynamically calculated according to the position of the ego vehicle and the characteristics of the path to ensure the smoothness and safety of the acceleration process. In this way, the automatic parking system can provide more detailed and adaptive speed planning in the starting stage, thereby improving the overall parking experience and safety.

[0064] Step S404, when the ego vehicle is in the middle section, outputs a preset third speed as the first target speed.

[0065] Specifically, when the ego vehicle is in the middle section, it travels at a preset third speed, which is determined according to the characteristics of the path and the safety requirements of the ego vehicle. That is, the ego vehicle speed needs to change from 0 to the third speed in step S404.

[0066] Step S405, when the ego vehicle is in the ending section, the remaining distance is obtained, and the corresponding first target speed is obtained according to the remaining distance and a sixth mapping relationship between the remaining distance and the speed of the ego vehicle.

[0067] Specifically, in the static planning scenario, the ending section is the last part of the planned path, and the ego vehicle starts to decelerate from the first speed to prepare for parking. In the ending section, the speed is adjusted according to the remaining distance to ensure that the ego vehicle can finally stop smoothly. The sixth mapping relationship is pre-calibrated based on experimental results and defines the appropriate speed of the ego vehicle at different path positions of the ending section. In an example, the sixth mapping relationship is shown in FIG. 7. In an embodiment, the sixth mapping relationship can be represented in a table form, i.e., the corresponding first target speed can be quickly obtained by looking up the table according to the remaining distance or the "traveled distance of the ending section".

[0068] In some specific embodiments, the fifth mapping relationship includes:

[0069] When the traveled distance is less than a first distance threshold, the first target speed is a preset fourth speed; when the traveled distance is greater than or equal to the first distance threshold, the first target speed increases with the traveled distance.

[0070] In some specific embodiments, step S30 further comprises:

[0071] Step S301, obtaining the gear of the ego vehicle.

[0072] Specifically, the gear of the ego vehicle refers to the current gear state of the ego vehicle, mainly including forward gear (D gear) and reverse gear (R gear). Since the speed requirements and control strategies are usually different during forward and reverse driving, the gear information is crucial for speed planning.

[0073] Step S302, if the gear of the ego vehicle is forward gear, outputting the first target speed as the speed planning result.

[0074] Specifically, if the ego vehicle is in forward gear, it means that there is no special restriction on the vehicle speed, and no adjustment needs to be made to the speed. The speed planning result directly adopts the first target speed calculated in step S20 or step S40, and the ego vehicle will travel at the first target speed until there is a new instruction or path condition change that requires re-planning of the speed.

[0075] Step S303, if the gear of the ego vehicle is reverse gear, correcting the first target speed according to a preset correction coefficient to obtain a second target speed, and outputting the second target speed as the speed planning result; wherein the second target speed is less than the first target speed.

[0076] Specifically, since the driver's line of sight is limited during reverse driving, a slower speed is needed to ensure safety. The correction coefficient in this embodiment is pre-set to provide an additional safety margin during reverse driving. The correction of the first target speed according to the preset correction coefficient to obtain the second target speed can be represented by the following formula (1):

[0077] V0=V set *k Formula (1)

[0078] Wherein V0 is the second target speed, V set is the first target speed, and k is the correction coefficient, k is a value greater than 0 and less than 1.

[0079] Through the above correction process, it is ensured that the ego vehicle can park at a more safe and controllable speed during reverse driving, thereby improving the safety and driver's confidence of the automatic parking system during reverse operation.

[0080] Another embodiment of the present disclosure also provides an automatic parking speed planning device, comprising a module for executing the method of the above-mentioned embodiments.

[0081] It should be noted that the above modules can be software modules, hardware modules, or modules combining software and hardware. The device of the present embodiment corresponds to the above-mentioned method of the embodiment, and therefore, the details of the device of the present embodiment can be obtained by referring to the above-mentioned method of the embodiment, which will not be described herein.

[0082] Another embodiment of the present disclosure also provides another automatic parking speed planning device, comprising:

[0083] a communication interface configured to communicate with other electronic devices;

[0084] a memory configured to store computer program instructions;

[0085] a processor configured to execute the computer program instructions to support the automatic parking speed planning device to implement the method of the above-mentioned embodiment.

[0086] In the present embodiment, the memory mainly includes a program storage area and a data storage area, wherein the program storage area can store application programs required by the operation device and at least one function, and the data storage area can store related data. In addition, the memory can be a high-speed random access memory, and can also be a non-volatile memory such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc., or the memory can also be other volatile solid-state storage devices.

[0087] The processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor, or the processor can also be any conventional processor. The processor is the control center of the automatic parking speed planning device, and connects various parts of the automatic parking speed planning device through various interfaces and lines.

[0088] The present disclosure also provides a computer program product, comprising computer program instructions, which instruct a computer device to perform operations corresponding to the above-mentioned method of the embodiment.

[0089] In particular, the computer program product comprises a series of computer program instructions that can direct a computer device to perform the automatic parking speed planning method described in the present disclosure. These instructions are codes written in a computer program that define how to perform specific operations, and in the present embodiment, these instructions are used to perform the automatic parking speed planning method of the above-described embodiments.

[0090] These program instructions are designed to be loaded onto a computer device and direct the device to perform specific operations, which refer to the steps in the automatic parking speed planning method of the above-described embodiments.

[0091] In this way, the computer program product provides a complete software solution that can be run on various computer devices to implement the automatic parking speed planning method of the above-described embodiments.

[0092] The above has described various embodiments of the present disclosure, and the above description is exemplary and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes are obvious to those skilled in the art without departing from the scope and spirit of the described embodiments. The selection of the terms used herein is intended to best explain the principles of the embodiments, practical application, or technical improvement in the market, or to enable other ordinary skilled persons in the art to understand the embodiments disclosed herein.

Claims

1. An automatic parking speed planning method, the method comprising: obtaining a current planning path and a current vehicle speed; when the current vehicle speed is greater than a preset speed threshold, if a path length of the current planning path is less than a preset first threshold, obtaining a percentage of a traveled distance over the path length, and obtaining a corresponding first target speed according to the percentage; if the path length of the current planning path is greater than or equal to the preset first threshold, obtaining a current road segment where the vehicle is located, and obtaining the corresponding first target speed according to the current road segment where the vehicle is located and the traveled distance or a remaining distance; the current planning path is divided into a plurality of road segments; obtaining a speed planning result according to the first target speed.

2. The method of claim 1, wherein, The corresponding first target speed is obtained according to the percentage, comprising: the corresponding first target speed is obtained according to the percentage and a first mapping relationship between the percentage and the vehicle speed.

3. The method of claim 1, wherein, The plurality of road segments comprise a starting road segment, an intermediate road segment and an ending road segment; The corresponding first target speed is obtained according to the current road segment where the vehicle is located and the traveled distance or the remaining distance, comprising: when the vehicle is in the starting road segment, obtaining the traveled distance, and obtaining the corresponding first target speed according to the traveled distance and a second mapping relationship between the traveled distance and the vehicle speed; when the vehicle is in the intermediate road segment, outputting a preset first speed as the first target speed; when the vehicle is in the ending road segment, obtaining the remaining distance, and obtaining the corresponding first target speed according to the remaining distance and a third mapping relationship between the remaining distance and the vehicle speed.

4. The method of claim 1, wherein, The current planning path is obtained, and the first target speed is obtained by speed planning according to the current planning path, further comprising: when the current vehicle speed is less than or equal to the preset speed threshold, and the path length of the current planning path is less than the preset first threshold, obtaining the percentage of the traveled distance over the path length, and obtaining the corresponding first target speed according to the percentage and a fourth mapping relationship between the percentage and the vehicle speed.

5. The method of claim 1, wherein, The current planning path is obtained, and the first target speed is obtained by speed planning according to the current planning path, further comprising: when the current vehicle speed is less than or equal to the preset speed threshold, and the path length of the current planning path is greater than or equal to the preset first threshold, obtaining the current road segment where the vehicle is located; wherein the current planning path is divided into the starting road segment, the intermediate road segment and the ending road segment; when the vehicle is in the starting road segment, obtaining the traveled distance, and obtaining the corresponding first target speed according to the traveled distance and a fifth mapping relationship between the traveled distance and the vehicle speed; when the vehicle is in the intermediate road segment, outputting a preset third speed as the first target speed; when the vehicle is in the ending road segment, obtaining the remaining distance, and obtaining the corresponding first target speed according to the remaining distance and a sixth mapping relationship between the remaining distance and the vehicle speed.

6. The method of claim 5, wherein, The fifth mapping relationship comprises: When the traveled distance is less than a first distance threshold, the first target speed is a preset fourth speed; when the traveled distance is greater than or equal to the first distance threshold, the first target speed increases with the traveled distance.

7. The method of any one of claims 1 to 6, wherein, The obtaining of the speed planning result according to the first target speed comprises: obtaining a gear of the ego vehicle; if the gear of the ego vehicle is a forward gear, outputting the first target speed as the speed planning result; if the gear of the ego vehicle is a reverse gear, correcting the first target speed according to a preset correction coefficient to obtain a second target speed, and outputting the second target speed as the speed planning result; wherein the second target speed is less than the first target speed.

8. The method of claim 1, wherein, The method further comprises: in response to the current ego vehicle speed being greater than the preset speed threshold, performing speed planning according to the current ego vehicle speed and a current ego vehicle position; in response to the current ego vehicle speed being less than or equal to the preset speed threshold, performing speed planning from a static state. 9.An automatic parking speed planning apparatus comprising a module for performing the method of any one of claims 1 to 8. 10.An automatic parking speed planning apparatus comprising: a communication interface configured to communicate with other electronic devices; a memory configured to store computer program instructions; a processor configured to execute the computer program instructions to support the apparatus to implement the method of any one of claims 1 to 8. 11.A computer program product comprising computer program instructions configured to instruct a computer device to perform operations corresponding to the method of any one of claims 1 to 8.

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