Parking method and device, and vehicle

Abstract

A parking method and device, and a vehicle. The method comprises: acquiring a first planned path (S910); during a process of controlling a vehicle to park toward a target parking space along the first planned path, determining a second planned path on the basis of the first planned path (S920); and controlling a display device of the vehicle to switch from displaying the first planned path to displaying the second planned path, and controlling the vehicle to continue parking toward the target parking space along the second planned path (S930). In addition, when determining the second planned path on the basis of the first planned path, path planning can be performed in a segment-based manner. During vehicle parking, the method enables real-time updating of a parking path on the basis of a planned parking path, thereby improving human-likeness and continuity during the vehicle parking process, and reducing the likelihood of the vehicle being blocked and stopped by dynamic obstacles during parking. Updating the planned parking path in a segment-based manner helps reduce the computational overhead required for updating the parking path.

Description

Parking methods, devices and vehicles Technical Field

[0001] This application relates to the field of intelligent driving, and more specifically, to a parking method, apparatus, and vehicle. Background Technology

[0002] With the rapid development of the automotive industry, many driver assistance and autonomous driving technologies have emerged, which can reduce driving stress, improve safety, and enhance traffic efficiency. Automatic parking (AP) is one such widely used driver assistance technology. AP refers to the automatic parking of a vehicle, meaning that the autonomous driving system can semi-automatically or fully automatically help the user park the vehicle in a parking space. For example, AP can use information perceived by onboard sensors to identify parking spaces and obstacles, plan a feasible path to the target parking space, and control the vehicle to park along the planned path. Automatic parking can include automatic parking assist (APA), remote parking assist (RPA), and automatic valet parking (AVP), among others.

[0003] However, with current technology, the curvature continuity of planned parking paths may be poor, making the process of the vehicle moving towards the target parking space less smooth. If the planned parking path has good curvature continuity, the waiting time may be longer, resulting in lower parking efficiency and a poor user experience. Summary of the Invention

[0004] This application provides a parking method, apparatus, and vehicle. During the process of parking the vehicle towards the target parking space, the parking path of the vehicle can be updated in real time, which helps to improve the continuity and human-likeness of the parking process. Moreover, the vehicle can park without waiting for the parking path with the best curvature or the highest parking efficiency to be planned, which helps to improve parking efficiency.

[0005] Firstly, a parking method is provided that can be executed by a vehicle, for example, by the vehicle's computing platform, or by a chip or circuitry used in the vehicle.

[0006] The method includes: obtaining a first planned path; determining a second planned path based on the first planned path while controlling the vehicle to park in the target parking space along the first planned path; controlling the vehicle's display device to switch from displaying the first planned path to displaying the second planned path, and controlling the vehicle to continue parking in the target parking space along the second planned path.

[0007] In the above technical solution, during the process of controlling the vehicle to park along the planned parking path, the parking path can be updated in real time based on the planned path. This improves the human-likeness and continuity of the parking process and reduces the probability of the vehicle getting stuck by dynamic obstacles during parking. Furthermore, updating the parking path based on the planned path can avoid the problem of discontinuity in the parking process caused by abrupt changes in the parking path.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, the first planned path indicates that the vehicle travels from the first sub-path to the second sub-path via the first shift position, and the first shift position indicates the position where the vehicle shifts gears; the second planned path includes the third sub-path and the second sub-path, and determining the second planned path according to the first planned path includes: when the vehicle is in the first sub-path, planning the third sub-path according to the first sub-path and the first shift position.

[0009] In some implementations, a third sub-path is planned based on the first sub-path and the first shift position, including: planning the third sub-path based on the anchor path in the first sub-path and the first shift position. The anchor path is a route indicating the movement from the vehicle's current position to the first shift position.

[0010] In some implementations, the vehicle being in the first sub-path can be understood as the vehicle being driven along the first sub-path.

[0011] In the above technical solution, when updating the parking path, updating the parking path in segments based on a fixed gear shift position within the planned parking path helps reduce the computational overhead required for updating the parking path. Using this fixed gear shift position as a constraint for updating the parking path helps improve the speed of solving for new parking paths. Furthermore, optimizing the parking segments closest to the vehicle first helps improve the effectiveness of the planned parking path and reduces the probability of invalid path planning results due to changes in the position of distant obstacles.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the first sub-path includes the second shift position, the third sub-path includes the third shift position, and there is a first offset between the second shift position and the third shift position.

[0013] In some implementations, the second and third shift positions may shift if the vehicle collides with an obstacle while traveling along the first sub-path.

[0014] In some implementations, the number of shift positions in the third sub-path is the same as the number of shift positions in the first sub-path.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, the second sub-path includes at least one shift position.

[0016] It is understandable that the number and position of at least one shift position remain unchanged. In some implementations, at least one shift position includes the first shift position.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, controlling the display device of the vehicle to switch from displaying a first planned path to displaying a second planned path includes: controlling the display device to switch from displaying part or all of the first sub-path to displaying a third sub-path; and controlling the display device to maintain displaying the second sub-path.

[0018] The portion of the first sub-path displayed by the display device can be the part where the vehicle has not yet traveled.

[0019] In the above technical solution, when the parking path is updated during the parking process, the control display device displays the updated parking path, which helps users obtain the real-time parking path and improves the user's perception of the parking progress or parking status and the interactive experience during the parking process.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, the first planned path indicates that the vehicle travels from the fourth sub-path through the fourth shift position to the fifth sub-path, and the fourth shift position indicates the position where the vehicle shifts gears; the second planned path includes a sixth sub-path, and determining the second planned path according to the first planned path includes: planning the sixth sub-path according to the fourth shift position and the fifth sub-path.

[0021] In some implementations, when the vehicle is traveling along the fourth sub-path, a sixth sub-path is planned based on the fourth shift position and the fifth sub-path; or, when the vehicle is traveling along the fifth path, a sixth sub-path is planned based on the fourth shift position and the fifth sub-path.

[0022] In the above technical solution, when updating the parking path, updating the parking path in segments based on a fixed shift position within the planned parking path helps reduce the computational overhead required to calculate a new parking path and improves the speed of calculating a new parking path. Furthermore, updating the sub-paths of the segment near the target parking space within the vehicle's parking path helps reduce the probability of the vehicle being improperly positioned or making excessive maneuvers after parking. Updating the fifth sub-path while the vehicle is traveling along the fourth sub-path helps improve parking real-time performance and reduces the probability of the vehicle getting stuck in parking conditions before the fifth sub-path has been updated.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, the fifth sub-path includes the fifth shift position, the sixth sub-path includes the sixth shift position, and there is a second offset between the fifth shift position and the sixth shift position.

[0024] In conjunction with the first aspect, in some implementations of the first aspect, the fourth sub-path includes at least one shift position.

[0025] In conjunction with the first aspect, in some implementations of the first aspect, controlling the display device of the vehicle to switch from displaying the first planned path to displaying the second planned path includes: controlling the display device to switch from displaying part or all of the fifth sub-path to displaying the sixth sub-path.

[0026] The portion of the fifth sub-path displayed on the display device can be the part where the vehicle has not yet traveled.

[0027] In some implementations, the display device may also display part or all of the fourth sub-path.

[0028] In the above technical solution, when the parking path is updated during the parking process, the control display device displays the updated parking path, which helps users obtain the real-time parking path and improves the user's perception of the parking progress or parking status and the interactive experience during the parking process.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, the first planned path includes a traffic path and a parking path. The traffic path is the path by which a vehicle travels to a first location, and the parking path is the path by which a vehicle moves from the first location to a target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planned path based on the first planned path includes: planning an updated traffic path based on the traffic path. The second planned path includes the updated traffic path and the parking path.

[0030] In some implementations, the first position coincides with the aforementioned first shift position, meaning the travel path includes the first sub-path and the parking path includes the second sub-path.

[0031] In some implementations, planning the updated travel path based on the travel path includes: planning the updated travel path based on the anchor portion of the travel path and the first position.

[0032] In the above technical solution, when the vehicle is far from the target parking space, it may be impossible to obtain accurate information about the obstacles around the target parking space. Therefore, updating the passage path instead of the parking path can reduce the computational overhead caused by an unsuitable updated parking path.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, the first planned path includes a traffic path and a parking path. The traffic path is the path for a vehicle to travel to a first location, and the parking path is the path for a vehicle to park from the first location into a target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planned path based on the first planned path includes: planning an updated parking path based on the parking path. The second planned path includes the traffic path and the updated parking path.

[0034] In conjunction with the first aspect, in some implementations of the first aspect, the first planned path is planned based on the first target pose of the vehicle in the target parking space. The method further includes: acquiring first perception information, the first perception information indicating the position of a first obstacle around the target parking space; determining a second target pose based on the position of the first obstacle; and planning an updated parking path based on the parking path, including: planning the updated parking path based on the parking path and the second target pose.

[0035] In the above technical solution, when the vehicle is far from the target parking space, it may not be able to obtain accurate information about the obstacles around the target parking space. When the vehicle can obtain accurate information about the obstacles around the target parking space, the target position is re-determined based on the obstacles around the target parking space and the parking path is updated. This helps to reduce the probability of the vehicle parking incorrectly in the target parking space or making too many mistakes when parking.

[0036] In conjunction with the first aspect, in some implementations of the first aspect, planning an updated berthing path based on the berthing path and the second target pose includes: when the offset of the second target pose relative to the first target pose is greater than or equal to a second threshold, planning an updated berthing path based on the berthing path and the second target pose.

[0037] In the above technical solution, when the target pose deviation is too large, the replanning of the parking path is triggered, which can reduce the computational overhead required for frequent updates of the parking path and avoid the difficulty of path tracking in the parking system caused by frequent updates of the parking path.

[0038] In conjunction with the first aspect, in some implementations of the first aspect, the parking path indicates that the vehicle sequentially enters the target parking space via the seventh sub-path and the eighth sub-path, and the seventh sub-path and the eighth sub-path are connected at the second position; based on the parking path and the second target pose, an updated parking path is planned, including: based on the seventh sub-path and the second target pose, a ninth sub-path is planned, and the updated parking path includes the seventh sub-path and the ninth sub-path.

[0039] In some implementations, when the vehicle is on the seventh sub-path, the ninth sub-path is planned based on the seventh sub-path and the second target pose.

[0040] In the above technical solution, when updating the parking path, a new parking path is planned based on a path of a certain length near the vehicle and the updated target pose. This helps to ensure that the parking path near the vehicle remains unchanged, thereby supporting motion tracking of the parking system and improving the stability of the parking system.

[0041] In conjunction with the first aspect, in some implementations of the first aspect, controlling the display device of the vehicle to switch from displaying the first planned path to displaying the second planned path includes: controlling the display device to switch from displaying the eighth sub-path to displaying the ninth sub-path; and controlling the display device to maintain displaying the seventh sub-path.

[0042] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: acquiring second perception information, the second perception information indicating the position of at least one obstacle around the vehicle; determining a second planned path based on a first planned path, including: when it is inferred that a second obstacle among the at least one obstacle poses a collision risk with the vehicle, planning a second planned path based on the first planned path and the position of the second obstacle.

[0043] In the above technical solution, when there is a risk of collision with an obstacle while the vehicle is traveling along the originally planned parking path, the parking path is updated according to the position of the obstacle. This allows the vehicle to avoid the obstacle and complete the parking without interrupting the parking process, which helps to improve parking efficiency and driving safety during the parking process.

[0044] Secondly, a parking device is provided, the device including an acquisition unit and a processing unit, wherein the acquisition unit is used to: acquire a first planned path; the processing unit is used to: determine a second planned path based on the first planned path during the process of controlling a vehicle to park towards a target parking space along the first planned path; control the display device of the vehicle to switch from displaying the first planned path to displaying the second planned path, and control the vehicle to continue parking towards the target parking space along the second planned path.

[0045] In conjunction with the second aspect, in some implementations of the second aspect, the first planned path indicates that the vehicle travels from the first sub-path through the first shift position to the second sub-path, and the first shift position indicates the position where the vehicle shifts gears; the second planned path includes a third sub-path and the second sub-path, and the processing unit is used to: plan the third sub-path based on the first sub-path and the first shift position.

[0046] In conjunction with the second aspect, in some implementations of the second aspect, the first sub-path includes the second shift position, the third sub-path includes the third shift position, and there is a first offset between the second shift position and the third shift position.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, the second sub-path includes at least one shift position.

[0048] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: control the display device to switch from displaying part or all of the first sub-path to displaying the third sub-path; and control the display device to maintain the display of the second sub-path.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, the first planned path indicates that the vehicle travels from the fourth sub-path through the fourth shift position to the fifth sub-path, and the fourth shift position indicates the position where the vehicle shifts gears; the second planned path includes a sixth sub-path, and the processing unit is used to: plan the sixth sub-path based on the fourth shift position and the fifth sub-path.

[0050] In conjunction with the second aspect, in some implementations of the second aspect, the fifth sub-path includes the fifth shift position, the sixth sub-path includes the sixth shift position, and there is a second offset between the fifth shift position and the sixth shift position.

[0051] In conjunction with the second aspect, in some implementations of the second aspect, the fourth sub-path includes at least one shift position.

[0052] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: control the display device to switch from displaying part or all of the fifth sub-path to displaying the sixth sub-path.

[0053] In conjunction with the second aspect, in some implementations of the second aspect, the first planned path includes a traffic path and a parking path. The traffic path is the path for a vehicle to travel to the first position, and the parking path is the path for the vehicle to park from the first position into the target parking space. The distance between the first position and the target parking space is less than or equal to a first threshold. The processing unit is used to: plan an updated traffic path based on the traffic path. The second planned path includes the updated traffic path and the parking path.

[0054] In conjunction with the second aspect, in some implementations of the second aspect, the first planned path includes a traffic path and a parking path. The traffic path is the path for a vehicle to travel to the first location, and the parking path is the path for the vehicle to park from the first location into the target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planned path based on the first planned path includes: planning an updated parking path based on the parking path. The second planned path includes the traffic path and the updated parking path.

[0055] In conjunction with the second aspect, in some implementations of the second aspect, the first planned path is planned based on the first target pose of the vehicle in the target parking space, and the acquisition unit is further configured to: acquire first perception information, the first perception information indicating the position of the first obstacle around the target parking space; the processing unit is further configured to: determine the second target pose based on the position of the first obstacle; and plan the updated parking path based on the parking path and the second target pose.

[0056] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: when the offset of the second target pose relative to the first target pose is greater than or equal to a second threshold, plan an updated berthing path based on the berthing path and the second target pose.

[0057] In conjunction with the second aspect, in some implementations of the second aspect, the parking path indicates that the vehicle sequentially enters the target parking space via the seventh sub-path and the eighth sub-path, and the seventh sub-path and the eighth sub-path are connected at the second position; the processing unit is used to: plan the ninth sub-path based on the seventh sub-path and the second target pose, and the updated parking path includes the seventh sub-path and the ninth sub-path.

[0058] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: control the display device to switch from displaying the eighth sub-path to displaying the ninth sub-path; and control the display device to maintain the display of the seventh sub-path.

[0059] In conjunction with the second aspect, in some implementations of the second aspect, the acquisition unit is further configured to: acquire second perception information, which indicates the position of at least one obstacle around the vehicle; the processing unit is further configured to: when it is inferred that a second obstacle among the at least one obstacle poses a collision risk to the vehicle, plan a second planned path based on the positions of the first planned path and the second obstacle.

[0060] Thirdly, a parking device is provided, the device comprising: a processor for executing a computer program stored in a memory, such that the device performs the method in any possible implementation of the first aspect described above.

[0061] In conjunction with the third aspect, in some implementations of the third aspect, the device also includes a memory.

[0062] Fourthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer or processor, causes the computer or processor to perform the method in any possible implementation of the first aspect.

[0063] It should be noted that the above computer program code can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0064] Fifthly, a computer-readable storage medium is provided, the computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement the method in any possible implementation of the first aspect.

[0065] In a sixth aspect, a chip is provided that includes circuitry for performing the method in any of the possible implementations of the first aspect described above.

[0066] In a seventh aspect, a vehicle is provided that includes means as in any possible implementation of the second to third aspects, or the vehicle includes computer-readable storage as in any possible implementation of the fifth aspect, or the vehicle includes a chip as in any possible implementation of the sixth aspect, or the vehicle is loaded with computer program code as in any possible implementation of the fourth aspect.

[0067] In conjunction with the seventh aspect, in some implementations of the seventh aspect, the vehicle is a vehicle in a broad sense, such as a means of transportation (e.g., commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (e.g., forklifts, trailers, tractors, etc.), engineering vehicles (e.g., excavators, bulldozers, cranes, etc.), agricultural equipment (e.g., lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. In practical implementation, the vehicle can also be a road vehicle, a water vehicle, an air vehicle, industrial equipment, agricultural equipment, or other intelligent driving equipment such as entertainment equipment.

[0068] For the beneficial effects not described in detail in aspects two through seven, please refer to the description in aspect one, which will not be repeated here. Attached Figure Description

[0069] Figure 1 is a functional schematic block diagram of the vehicle provided in an embodiment of this application;

[0070] Figure 2 is a schematic block diagram of the parking system architecture provided in an embodiment of this application;

[0071] Figure 3 is a schematic flowchart of the parking method provided in an embodiment of this application;

[0072] Figure 4 is a schematic diagram of the application scenarios and GUI involved in the embodiments of this application;

[0073] Figure 5 is another schematic diagram of the application scenario and GUI involved in the embodiments of this application;

[0074] Figure 6 is another schematic diagram of the application scenarios and GUI involved in the embodiments of this application;

[0075] Figure 7 is another schematic diagram of the application scenario and GUI involved in the embodiments of this application;

[0076] Figure 8 is another schematic diagram of the GUI involved in the embodiments of this application;

[0077] Figure 9 is a schematic flowchart of a parking method provided in an embodiment of this application;

[0078] Figure 10 is a schematic block diagram of a parking device provided in an embodiment of this application;

[0079] Figure 11 is another schematic block diagram of the parking device provided in the embodiments of this application. Detailed Implementation

[0080] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0081] Figure 1 is a functional block diagram of a vehicle provided in an embodiment of this application. As shown in Figure 1, the vehicle 100 may include a sensing system 120, a display device 130, and a computing platform 150. The sensing system 120 may include several sensors for sensing information about the environment surrounding the vehicle 100. For example, the sensing system 120 may include a positioning system, which may be a global navigation satellite system (GNSS), such as the global positioning system (GPS) or the BeiDou system. Alternatively, the sensing system 120 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0082] The display devices 130 in the vehicle's cabin 100 are mainly divided into two categories: the first is in-vehicle displays; the second is projection displays, such as head-up displays (HUDs). In-vehicle displays are physical displays and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as digital instrument cluster displays and central control screens. In some possible implementations, one or more of the aforementioned in-vehicle displays can be human-machine interfaces (HMIs), for example, the central control screen can be an HMI. Head-up displays, also known as head-up display systems, are mainly used to display driving information such as speed and navigation on a display device in front of the driver (e.g., the windshield). This reduces the driver's eye-shifting time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. HUDs include, for example, combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems.

[0083] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include processors 151 to 15n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement related functions. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions. Some or all of the processors 151 to 15n can call the instructions in the memory to implement the corresponding functions.

[0084] The computing platform 150 can control the operation of the intelligent driving system, which may include an advanced driving assistance system (ADAS) and an autonomous driving system (ADS). The intelligent driving system utilizes various sensors on the vehicle (including but not limited to: LiDAR, millimeter-wave radar, cameras, ultrasonic sensors, GPS, and inertial measurement units) to acquire information from the vehicle's surroundings, and analyzes and processes this information to achieve functions such as obstacle perception, target recognition, vehicle localization, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0085] At different levels of autonomous driving (or intelligent driving levels, ranging from L0 to L5, totaling six levels), intelligent driving systems can achieve different levels of automated driving assistance based on artificial intelligence algorithms and information acquired by multiple sensors. These levels of autonomous driving are based on the classification standards of the Society of Automotive Engineers (SAE). Specifically, L0 is no automation; L1 is driver assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At levels L1 to L3, the task of monitoring road conditions and reacting is jointly completed by the driver and the system, requiring the driver to take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger. Currently, the functions that intelligent driving systems can achieve mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist. It should be understood that the various functions mentioned above can have specific modes at different levels of autonomous driving (L0-L5), with higher levels of autonomous driving corresponding to more intelligent modes. For example, automatic parking can include APA, RPA, and AVP. With APA, the driver does not need to operate the steering wheel but still needs to control the accelerator and brake from outside the vehicle; with RPA, the driver can remotely park the vehicle from outside using a terminal (e.g., a mobile phone); with AVP, the vehicle can park without a driver. In terms of corresponding autonomous driving levels, APA is approximately at level L1-L2, RPA is approximately at level L2-L3, and AVP is approximately at level L4.

[0086] In this embodiment, the computing platform 150 can plan an initial parking path for the vehicle 100 to park in the target parking space. Further, during the parking process, the perception system 120 can acquire environmental information around the vehicle 100 and / or around the target parking space. The computing platform 150 can determine whether there are obstacles affecting the vehicle 100's parking along the initial parking path based on the aforementioned environmental information. If such obstacles exist, the computing platform 150 updates the parking path based on the obstacle's position and the vehicle 100's real-time position, and controls the vehicle 100 to continue parking in the target parking space along the updated parking path. Furthermore, during the parking process, the computing platform 150 can control the display device to display the initial parking path or the updated parking path.

[0087] The roles of the perception system 120, display device 130, and computing platform 150 in this application are described in detail below with reference to Figure 2. Figure 2 shows a schematic diagram of the system architecture required for implementing the parking method provided in the embodiment of this application. This system can be installed in the vehicle 100 shown in Figure 1. The system includes a perception module 210, a control module 220, and a display module 230. Specifically:

[0088] The perception module 210 may include one or more camera devices or one or more radar sensors from the perception system 120 shown in Figure 1, for collecting environmental information about the area where the vehicle is located, such as information about parking lines and obstacles. The perception module 210 can also process the collected environmental information to build a world model of roads, obstacles, etc., for downstream modules (such as the planning and control module 220). In one example, the perception module 210 can determine one or more parking spaces based on obstacles and / or parking lines, and send the information of one or more parking spaces to the planning and control module 220. In another example, the perception module 210 can also send information about obstacles around the vehicle and / or obstacles around the target parking space to the planning and control module 220.

[0089] The planning and control module 220 can be one or more processors in the computing platform 150 shown in Figure 1. The planning and control module 220 may include a curvature continuity detection module 221, a collision detection module 222, a target pose determination module 223, a path planning module 224, and a control module 225. Wherein:

[0090] The path planning module 224 plans an initial parking path based on the vehicle's starting parking position, the target parking space's position, and the positions of obstacles between the vehicle and the target parking space. The control module 220 can control the vehicle to park in the target parking space based on this initial parking path; and the control module 225 can control the display module 230 to display the initial parking path.

[0091] The curvature continuity detection module 221 detects the continuity of curvature in the initial parking path. When the curvature continuity of the initial parking path is poor, the path planning module 224 optimizes the curvature of the initial parking path to improve its continuity and controls the vehicle to continue parking towards the target space along the optimized path. Furthermore, after optimizing the curvature of the initial parking path, the control module 225 can control the display module 230 to display the optimized path. Poor curvature continuity can be understood as: the rate of change of the vehicle's heading angle and / or yaw angle before and after gear shifting is too large, causing a significant difference between the vehicle's actual position and the planned parking path when the vehicle continues to travel along the post-shift path without stopping at the shift position.

[0092] The collision detection module 222 is used to infer whether there is a risk of collision with obstacles around the vehicle sensed by the perception module 210 when the vehicle is traveling along a planned parking path (such as the initial parking path or the curvature-optimized parking path). When there is a risk of collision between the vehicle and an obstacle, the path planning module 224 adjusts the path in the initial parking path that indicates the vehicle to travel to the target parking space based on the position of the obstacle, obtaining an updated parking path 1, and controls the vehicle to continue traveling to the target parking space along the updated parking path 1 to avoid collision with the obstacle. In addition, after updating the parking path, the control module 225 can control the display module 230 to display the updated parking path. For example, when inferring whether there is a risk of collision between the vehicle and surrounding obstacles, the movement trajectory of the obstacle can be inferred based on the obstacle's position, speed, orientation, and other motion information, and then the distance between the outer contours of the obstacle and the vehicle over time can be inferred. When this distance is less than or equal to a certain threshold, it is determined that there is a risk of collision between the obstacle and the vehicle.

[0093] The target pose determination module 223 is used to infer whether the vehicle will scrape against obstacles around the target parking space when it parks in the target pose. If the vehicle scrapes against obstacles around the target parking space during the process of parking in the target pose, the path planning module 224 determines a new target pose based on the position of the obstacle, and adjusts the path indicating the vehicle to park in the target parking space (such as the initial parking path, the curvature-optimized parking path, or the aforementioned updated parking path 1) based on the new target pose to obtain an updated parking path 2, and controls the vehicle to park in the target parking space along the updated parking path 2 to avoid collision with obstacles around the target parking space.

[0094] Furthermore, the planning and control module 220 calculates the corresponding control quantity based on the planned parking path and outputs the control quantity to the actuator. When the actuator executes the aforementioned control quantity, it controls the vehicle to drive along the planned parking path and / or park in the target parking space. For example, the actuator may include the steering and braking control system in the vehicle 100.

[0095] It should be understood that the above modules are only an example, and in actual applications, these modules may be added or removed as needed. For example, in the system architecture shown in Figure 2, the collision detection module 222 and the target pose determination module 223 can be merged into one module.

[0096] The system involved in the embodiments of this application has been described above with reference to Figure 2. The parking method performed based on the system shown in Figure 2 is described in detail below.

[0097] Figure 3 shows a schematic flowchart of a parking method provided in an embodiment of this application. The method 300 can be executed by the control module 220 shown in Figure 2. The method 300 includes some or all of the steps in S301 to S308.

[0098] S301, Obtain parking path 1, and control the vehicle to park along parking path 1 towards the target parking space.

[0099] In some implementations, parking path 1 is planned by the vehicle based on its current location (e.g., the starting position of parking) and the location of the target parking space. For example, parking path 1 can be planned based on search algorithms and / or combined curve splicing algorithms, such as hybrid A-star (A*) algorithms.

[0100] In some implementations, parking path 1 can also be the path obtained by curvature planning of the planned initial parking path. For example, if the initial parking path has at least one of the following characteristics: poor curvature continuity, uneven curvature, or too many gear shifts, then the initial parking path can be optimized before or during vehicle control along the initial parking path to obtain parking path 1. In one example, the initial parking path and parking path 1 can be planned using the same planning algorithm, but compared to the algorithm for planning the initial parking path, the algorithm for planning parking path 1 has a smaller step size and grid size, or smaller judgment conditions. In another example, the initial parking path and parking path 1 can be planned using different planning algorithms. Compared to the algorithm for planning the initial parking path, the algorithm for planning parking path 1 has higher complexity. For example, the algorithm for planning the initial parking path is a combined curve splicing algorithm, and the algorithm for planning parking path 1 is a hybrid A* algorithm; or, the algorithm for planning the initial parking path is a hybrid A* algorithm, and the algorithm for planning parking path 1 is a path planning algorithm based on mathematical optimization.

[0101] S302: During the process of the vehicle moving towards the target parking space, environmental perception information is acquired, which indicates the location of one or more obstacles.

[0102] In one example, the one or more obstacles may include obstacles in or around the path of the vehicle traveling towards the target parking space, such as dynamic obstacles like pedestrians and vehicles, or static obstacles like pillars and walls. In another example, the one or more obstacles may also include obstacles around the target parking space, such as wheel chocks or other vehicles in adjacent parking spaces; or, if the target parking space is a multi-level parking space, the obstacles may also include chains, drive rods, or raised edges at the boundaries of the multi-level parking space.

[0103] S303, Determine if there is an obstacle a that is preventing the vehicle from moving toward the target parking space.

[0104] For example, an obstacle a preventing a vehicle from moving towards a target parking space may include any of the following: obstacle a is wholly or partially located in the parking path; the movement path of obstacle a is inferred based on its position, speed, and direction of movement, and a collision will occur when obstacle a moves along that path and the vehicle is traveling along the parking path; or, when the vehicle is traveling along the parking path, the closest distance between obstacle a and the vehicle is less than or equal to a certain distance. This certain distance may be a value between 10 centimeters and 20 centimeters, or it may be any other value.

[0105] For example, the aforementioned parking path can be the parking path before the update, such as parking path 1, or the aforementioned parking path can also be the parking path updated based on parking path 1, such as parking path 2.

[0106] Specifically, if it is determined that there is an obstacle 'a' that is preventing the vehicle from moving toward the target parking space, execute S304; otherwise, execute S305.

[0107] S304, Based on the position of obstacle a and parking path 1, obtain parking path 2, and control the vehicle to continue parking along parking path 2.

[0108] In some implementations, parking path 1 can be divided into a travel path and a parking path. The travel path is the route taken by the vehicle to the target parking space, while the parking path is the route taken by the vehicle to park from outside the target parking space into it. When a vehicle travels from the travel path to the parking path, it may need to shift gears, or it may not need to.

[0109] Furthermore, parking path 2, derived from the position of obstacle a and parking path 1, can be: planning the passage path of parking path 2 based on the position of obstacle a, the current position of the vehicle, and the junction of the passage path and the parking path; or, determining the parking path from the anchor path to the junction of the passage path and the parking path based on the anchor path, the position of obstacle a, and the junction of the passage path and the parking path, where this parking path, together with the parking path of parking path 1, constitutes parking path 2; or, based on the anchor path, the position of obstacle a, and a segment of the parking path near the junction of the passage path and the parking path, to improve the curvature continuity at the junction of the passage path and the parking path, reducing the probability of the vehicle turning in place at this junction. For example, the length of the aforementioned segment can be between 0.3 meters and 0.6 meters, or other lengths.

[0110] For example, the anchored path is a segment of the parking path 1 extending from the vehicle's current location towards the target parking space. This segment is not replanned when planning parking path 2. In one example, the length of the anchored path can be a fixed value, for example, between 0.3 meters and 0.6 meters. In another example, the length L of the aforementioned anchored path can be determined using the following formula: L = max[V*T, M]. Where max[a,b] represents the larger of a and b, V is the vehicle's speed, T is the preset duration, and M is the minimum distance. For example, T can be between 3 seconds and 5 seconds, and M can be between 0.4 meters and 0.6 meters; alternatively, T and M can take other values.

[0111] In some implementations, the passage path of parking path 1 can be divided into multiple sub-paths. Then, parking path 2 can be obtained based on the position of obstacle a and parking path 1 by adjusting parts of multiple sub-paths in the passage path of parking path 1 according to the position of obstacle a and the current position of the vehicle (or anchoring path).

[0112] In practical implementation, path optimization algorithms such as Model Predictive Control (MPC) can be used to plan parking path 2. Furthermore, the aforementioned planning of parking paths based on X and Y can be understood as using X and Y as constraints in solving the MPC problem used to obtain the parking path. For example, planning the passage path of parking path 2 based on the position of obstacle a, the anchoring path, and the location where the passage path and the parking path meet can be understood as satisfying the following two constraints when solving the MPC problem for obtaining the parking path: 1. The anchoring path and the location where the passage path and the parking path meet are the locations that the planned parking path needs to pass through; 2. Considering the vehicle's outline, the planned path needs to bypass obstacle a.

[0113] S305, determine whether the length of the remaining parking path is less than or equal to the threshold 1.

[0114] For example, threshold 1 can be a value between 30 meters and 50 meters, or threshold 1 can be other values, such as the length of the parking path in the parking path.

[0115] Specifically, if the length of the remaining parking path is less than or equal to the threshold 1, execute S306; otherwise, execute S302.

[0116] It should be understood that when S302 to S304 are executed repeatedly, if the vehicle travels along parking path 2, a new parking path can be planned based on the newly detected obstacles and parking path 2, and the vehicle can be controlled to continue parking along the new parking path. For a more detailed method of determining the new parking path, please refer to the description in S304, which will not be repeated here.

[0117] S306, Determine if there is an obstacle b that prevents the vehicle from parking in the target parking space.

[0118] It should be noted that when planning parking path 1, due to reasons such as the distance between the vehicle and the target parking space, the vehicle may not be able to accurately obtain information about the location of obstacles around the target parking space, resulting in an unreasonable parking path in parking path 1. In the aforementioned scenario, there may be obstacles b (such as wheel chocks) that prevent the vehicle from parking in the target parking space; or, after planning parking path 1 and before the vehicle parks in the target parking space, if there is a vehicle parked or other obstacles in the space next to the target parking space, there may also be obstacles b that prevent the vehicle from parking in the target parking space.

[0119] For example, an obstacle b that obstructs the vehicle's movement toward the target parking space may include any of the following: part or all of the obstacle b coincides with the target position of the vehicle in the target parking space; the vehicle will scrape against the obstacle b during the process of parking toward the target parking space; or, during the process of parking toward the target parking space, the closest distance between the obstacle b and the vehicle is less than or equal to a certain distance. The certain distance may be a value between 10 centimeters and 20 centimeters, or it may be any other value.

[0120] Specifically, if it is determined that there is an obstacle b that prevents the vehicle from parking in the target parking space, execute S307; otherwise, execute S308.

[0121] S307: Based on the position of obstacle b and parking path 1 or parking path 2, obtain parking path 3, and control the vehicle to continue parking along parking path 3.

[0122] For example, if during the process of parking the vehicle along parking path 1, it is determined that there is an obstacle b that prevents the vehicle from parking into the target parking space, then parking path 3 is obtained based on the position of obstacle b and parking path 1; if during the process of parking the vehicle along parking path 2, it is determined that there is an obstacle b that prevents the vehicle from parking into the target parking space, then parking path 3 is obtained based on the position of obstacle b and parking path 2.

[0123] For example, the parking paths of the aforementioned parking path 1 and parking path 2 can be planned based on the target pose 1. When obstacle b obstructs the vehicle from parking in the target parking space, the target pose 2 is determined according to the position of obstacle b, and the parking path 3 is planned according to the target pose 2 and the current position (or anchoring path) of the vehicle.

[0124] In some implementations, when the offset of target pose 2 relative to target pose 1 is greater than or equal to a certain threshold, a parking path 3 is planned based on target pose 2 and the current position (or anchoring path) of the vehicle. The offset of target pose 2 relative to target pose 1 can include any of the following: the distance between the center point of target pose 1 and the center point of target pose 2; the displacement of the center point of target pose 2 relative to the center point of target pose 1 in the width direction of the parking space; or the displacement of the center point of target pose 2 relative to the center point of target pose 1 in the length direction of the parking space.

[0125] S308 controls the vehicle to continue parking along parking path 1 or parking path 2.

[0126] For example, if it is determined that there is no obstacle preventing the vehicle from parking in the target parking space during the process of parking along parking path 1, the vehicle is controlled to continue parking along parking path 1; if it is determined that there is no obstacle preventing the vehicle from parking in the target parking space during the process of parking along parking path 1, the vehicle is controlled to continue parking along parking path 2.

[0127] To facilitate understanding of the parking method of Method 300, the application scenarios of Method 300 will be described in detail below with reference to Figures 4 to 8.

[0128] Figure 4 illustrates the application scenario and graphical user interface (GUI) involved in the embodiments of this application. The path consisting of path 403-a, path 403-b, and path 403-c (hereinafter referred to as path 403) can be planned based on the position of vehicle 401, obstacle 1, obstacle 2, obstacle 3, and the position of parking space 402. More specifically, path 403 includes gear shift point A and gear shift point B. At each gear shift point, the vehicle shifts gears and continues parking along the next segment of the path. For example, when there are no obstacles obstructing parking, vehicle 401 drives along path 403-a in drive (D) to gear shift point A, shifts to reverse (R), then drives along path 403-b in R to gear shift point B, shifts to D, and continues parking in parking space 402 along path 403-c in D. Furthermore, paths 403-a and 403-b can be considered as the passage paths of path 403, path 403-c can be considered as the parking path of path 403, and gear shift point B can be considered as the location where the passage paths and parking paths of path 403 meet.

[0129] In some implementations, if the position of obstacle 1 changes while vehicle 401 is traveling along path 403-a, resulting in a risk of collision between obstacle 1 and vehicle 401, then vehicle 401 can replan its path to gear shift point B based on gear shift point B (or a segment of path 403-c starting from the gear shift point), the anchoring path, and the position of obstacle 1, and control vehicle 401 to continue parking along the replanned path. A more specific method for planning the path can be found in the description in S304, and will not be repeated here. For example, the replanned path can be path 403-a' and path 403-b' as shown in Figure 4(b).

[0130] For the scenario shown in Figure 4(b), in order to avoid obstacle 1, after replanning the path, the position of gear shift point A changes to gear shift point A'.

[0131] In some implementations, when the vehicle is controlled to move along the planned parking path towards the target parking space, the display device controlling the vehicle displays the corresponding parking path. For example, taking the vehicle's central control screen as the display device, during the parking process of vehicle 401 along path 403 shown in Figure 4(a), the central control screen of vehicle 401 can display the parking interface shown in Figure 4(c). This parking interface includes an icon 410 indicating vehicle 401, an icon 420 indicating the target parking space, and icons 403-A, 403-B, and 403-C respectively indicating paths 403-a, 403-b, and 403-c. In addition, the parking interface may also include a button 440 for controlling the parking pause; when the button 440 is clicked, the parking process can be paused. Furthermore, after planning paths 403-a' and 403-b', the central control screen can be controlled to switch from displaying icons indicating paths 403-a and 403-b to displaying icons indicating paths 403-a' and 403-b'. For example, as shown in Figure 4(d), the central control screen switches from displaying icons 403-A and 403-B to displaying icons 403-A' and 403-B'.

[0132] Figure 4 above illustrates the updating of a planned parking path based on the location of obstacles. In actual implementation, if the curvature of the planned parking path is discontinuous and there are no obstacles affecting the vehicle's parking, the parking path can be replanned based on the already planned path before or during the process of controlling the vehicle to park in the target parking space. Figure 5 shows a schematic diagram for this scenario. As shown in Figure 5(a), the path consisting of paths 403-a1, 403-b1, and 403-c1 (hereinafter referred to as path 403-1) can be planned based on the vehicle's location, obstacle 1, obstacle 2, obstacle 3, and the location of parking space 402. More specifically, path 403-1 includes gear shift points A1 and B1. At each gear shift point, the vehicle shifts gears and continues parking along the next segment of the path. When the curvature continuity of paths 403-b1 and 403-c1 is poor at the gear shift point, causing the vehicle to need to stop at the shift point to adjust the steering wheel angle, paths 403-b1 and / or 403-c1 can be optimized. For example, optimizing paths 403-b1 and 403-c1 yields paths 403-b1' and 403-c1', respectively, as shown in Figure 5(b). The curvature continuity of paths 403-b1' and 403-c1' at the gear shift point is thus optimized. It should be noted that after the path update, the position of the gear shift point B1 may change or remain unchanged.

[0133] In some implementations, during the parking process of vehicle 401 along path 403-1 shown in Figure 5(a), the central control screen of vehicle 401 can display the parking interface shown in Figure 5(c). This parking interface includes an icon 410 indicating vehicle 401, an icon 420 indicating the target parking space, and icons 403-A1, 403-B1, and 403-C1 respectively indicating paths 403-a1, 403-b1, and 403-c1. Further, as shown in Figure 5(d), after planning paths 403-b1' and 403-c1', the central control screen can be controlled to switch from displaying icons indicating paths 403-b1 and 403-c1 to displaying icons 403-A and 403-B' indicating paths 403-b1' and 403-c1'.

[0134] It is understandable that path 403-1 can be regarded as an example of the initial parking path in method 300, and the path updated based on path 403-1 can be regarded as an example of parking path 1 in method 300.

[0135] Figures 4 and 5 above illustrate the parking path as including at least one gear shift point. In actual implementation, the parking path planned for the vehicle may not include the gear shift point. In this case, the parking path can be divided into a passage path and a parking path based on the length of the parking path or the rate of curvature change of the parking path. When updating the path, the passage path and / or the parking path can be updated. Figure 6 shows a schematic diagram for this scenario. As shown in Figure 6(a), path 503', which includes path 503-a and path 503-b, can be planned based on the position of vehicle 501' and the position of parking space 502'. Path 503-a can be regarded as a passage path, and path 503-b can be regarded as a parking path. Path 503-a and path 503-b are connected at position 504'. For example, the rate of curvature change of the parking path at position 504' is greater than a curvature threshold, and / or the path length between position 504' and parking space 502' is less than or equal to a distance threshold.

[0136] In some implementations, if an obstacle 505' is detected as potentially colliding with the vehicle while it is traveling along path 503-a, then path 503-a' is planned based on path 503-a, position 504', and the position of obstacle 505'. This allows the vehicle to avoid obstacle 505' while traveling along path 503-a'.

[0137] In some implementations, during the parking process of vehicle 401 along path 503-a shown in Figure 6(a), the central control screen of vehicle 501' can display the parking interface shown in Figure 6(c). This parking interface includes an icon 520 indicating vehicle 501', an icon indicating the target parking space, and icons 521-a and 521-b indicating paths 503-a and 503-b, respectively. Further, as shown in Figure 6(d), after path 503-a' is planned, the central control screen can be controlled to switch from displaying the icon indicating path 503-a to displaying the icon 521-a' indicating path 503-a'.

[0138] When a vehicle is far from the target parking space, it cannot accurately obtain information about the location of obstacles around the target parking space. This may cause the vehicle to scrape against obstacles around the target parking space when parking along the planned parking path 1. To address this scenario, when the vehicle approaches the target parking space, the parking path can be updated based on the location of obstacles near the target parking space. For example, as shown in Figure 7(a), vehicle 501 can be considered an example of a self-driving vehicle; parking space 502 can be considered an example of a target parking space; and path 503 can be considered an example of a parking path for parking path 1 or parking path 2, where path 503 is planned based on pose 1. More specifically, as shown in Figure 7(b), path 503 may include anchor path 503-1 and remaining path 503-2. In addition, parking space 502 includes wheel chocks 505, and there are obstacles 504 on the side of parking space 502. Due to the presence of obstacle 504 and wheel chock 505, when vehicle 501 enters parking space 502 along path 503, it may be too close to obstacle 504 or scrape against it. Furthermore, wheel chock 505 may prevent vehicle 501 from parking in parking space 502 in pose 1. In this situation, pose 2 can be determined based on the positions of obstacle 504 and wheel chock 505, and the parking path of the vehicle can be replanned based on pose 2 and the anchoring path. Vehicle 501 can then be controlled to continue parking along the replanned parking path. For example, the replanned parking path can be the path formed by paths 503-1 and 503-2' shown in Figure 7(b).

[0139] In some implementations, during the parking process of vehicle 501 along path 503 shown in Figure 7(a), the central control screen of vehicle 501 can display a parking interface as shown in Figure 7(c). This parking interface includes an icon indicating the vehicle, an icon indicating the target parking space, and icons 510 indicating path 503 respectively. Furthermore, the parking interface may also include a button for controlling the pause of parking. Further, when path 503-2' is planned and the vehicle continues parking along path 503-2', the central control screen switches from displaying the icon indicating path 503 to displaying icons indicating paths 503-1 and 503-2'. For example, as shown in Figure 7(d), the central control screen switches from displaying icon 510 to displaying icon 510'.

[0140] In practical implementation, if the planned parking path involves too many gear shifts when there are no obstacles affecting vehicle parking, the parking path can be replanned based on the vehicle's current position (or anchored path) and the target parking space before or during the process of parking the vehicle towards the target parking space. For example, as shown in Figure 8(a), the planned path for the vehicle indicated by icon 601 to park in the parking space indicated by icon 602 is shown in icon 603. This path requires 3 gear shifts. If, during the vehicle's journey along the path indicated by icon 603, the vehicle plans a path with fewer gear shifts, less parking time, or a shorter parking path, the vehicle can be controlled to park along that path, and the display device can be switched from displaying icon 603 to displaying the icon indicating that path. For example, if the path indicated by icon 604 is planned as shown in Figure 8(b), the display device can be switched to display icon 604, and the vehicle can continue parking along that path.

[0141] The aforementioned embodiments are all illustrated using the example of one obstacle obstructing a vehicle's parking. In actual implementation, when multiple obstacles obstruct a vehicle's parking, the parking path can be updated based on the position of each obstacle, so that when the vehicle parks along the updated parking path, it can bypass the aforementioned multiple obstacles.

[0142] Understandably, the parking methods described in Figures 3 to 8 can update the parking path of a vehicle in real time as it moves towards the target parking space, which helps improve the continuity and human-likeness of the parking process. Furthermore, the vehicle can park without waiting for the parking path with the best curvature or the highest parking efficiency to be planned, which helps improve parking efficiency.

[0143] Figure 9 shows another schematic flowchart of the parking method provided in the embodiments of this application. The method can be executed by the vehicle 100 shown in Figure 1, or it can be executed by the control module 220 in the system shown in Figure 2. The method 900 includes:

[0144] S910, obtain the first planned path.

[0145] S920, during the process of controlling the vehicle to park in the target parking space along the first planned path, determines the second planned path based on the first planned path.

[0146] For example, the first planned path may include parking path 1 or parking path 2 in method 300. When the first planned path is parking path 1, the second planned path may be parking path 2 or parking path 3; when the first planned path is parking path 2, the second planned path may be parking path 3.

[0147] S930, the display device controlling the vehicle switches from displaying the first planned path to displaying the second planned path, and controls the vehicle to continue parking towards the target parking space along the second planned path.

[0148] In some implementations, the first planned path indicates that the vehicle travels from the first sub-path to the second sub-path via the first shift position, where the first shift position indicates the position where the vehicle shifts gears; the second planned path includes the third sub-path and the second sub-path, and determining the second planned path based on the first planned path includes: when the vehicle is in the first sub-path, planning the third sub-path based on the first sub-path and the first shift position.

[0149] For example, planning a third sub-path based on the first sub-path and the first shift position includes: planning the third sub-path based on the anchor path in the first sub-path and the first shift position. The method for determining the anchor path can be referred to the description in method 300, and will not be repeated here.

[0150] In some scenarios, if it is inferred that there is a risk of collision with an obstacle when the vehicle is traveling along the first sub-path, a third sub-path can be planned based on the first sub-path, the position of the obstacle, and the first gear shift position.

[0151] In one example, the first gear shift position can be gear shift point B as shown in Figure 4, the first sub-path can be the path formed by paths 403-a and 403-b as shown in Figure 4, the third sub-path can be the path formed by paths 403-a' and 403-b' as shown in Figure 4, and the second sub-path can be path 403-c as shown in Figure 4. In another example, the first gear shift position can be gear shift point A as shown in Figure 4, the first sub-path can be path 403-a as shown in Figure 4, the third sub-path can be a path replanned based on path 403-a, and the second sub-path can be path 403-b as shown in Figure 4, or the second sub-path can be the path formed by paths 403-b and 403-c.

[0152] In the first example, the first subpath includes a second shift position (e.g., shift point A), the third subpath includes a third shift position (e.g., shift point A'), and there is a first offset between the second and third shift positions; and the second subpath includes at least one shift position (e.g., shift point B). In the second example, neither the first nor the second subpath includes shift positions, and the second subpath includes at least one shift position (e.g., shift points A and B).

[0153] Regarding the aforementioned implementation, the control of the vehicle's display device to switch from displaying the first planned path to displaying the second planned path can be further refined as follows: the control of the display device to switch from displaying part or all of the first sub-path to displaying the third sub-path; and the control of the display device to maintain the display of the second sub-path. For specific examples, please refer to the examples involved in Figures 4(c) and (d), which will not be elaborated upon here.

[0154] In some other implementations, the first planned path indicates that the vehicle travels from the fourth sub-path through the fourth shift position to the fifth sub-path, and the fourth shift position indicates the position where the vehicle shifts gears; the second planned path includes a sixth sub-path, and determining the second planned path based on the first planned path includes: planning the sixth sub-path based on the fourth shift position and the fifth sub-path.

[0155] In one example, the fourth sub-path overlaps partially or entirely with the aforementioned second sub-path, and the fifth sub-path indicates the path continuing from the second sub-path towards the target parking space. For example, in the scenario shown in Figure 4, the fourth sub-path could be path 403-b, and the fifth sub-path could be 403-c. In yet another example, the fourth sub-path and the aforementioned first sub-path are the same path, and the fifth sub-path and the aforementioned second sub-path are the same path. For example, in the scenario shown in Figure 4, the fourth sub-path could be the path formed by paths 403-a and 403-b shown in Figure 4, and the fifth sub-path could be path 403-c shown in Figure 4; or, the fourth sub-path could be path 403-a shown in Figure 4, and the fifth sub-path could be path 403-b shown in Figure 4. For example, in the scenario shown in Figure 5, the fourth sub-path can be path 403-a1 as shown in Figure 5, the fifth sub-path can be the path formed by paths 403-b1 and 403-c1 as shown in Figure 5, and the sixth sub-path can be the path formed by paths 403-b1' and 403-c1' as shown in Figure 5.

[0156] In one scenario, the fifth sub-path is a parking path, meaning one end of the fifth sub-path connects to the fourth gear shift position, and the other end extends to the target parking space. The fifth sub-path is determined based on the vehicle's first parking position in the target parking space. Then, based on the fourth gear shift position and the fifth sub-path, a sixth sub-path is planned, including: determining the vehicle's second parking position in the target parking space; and when the offset between the first and second parking positions is greater than or equal to a certain threshold, planning the sixth sub-path based on the second parking position and the fourth gear shift position. For example, the aforementioned second parking position is determined based on the positions of obstacles around the target parking space.

[0157] In another scenario, one end of the fifth sub-path is connected to the fourth shift position, and the other end of the fifth sub-path is connected to another shift position. Then, based on the fourth shift position and the fifth sub-path, the sixth sub-path is planned, including: based on the fourth shift position and the other shift position at the other end of the fifth sub-path, the sixth sub-path is planned.

[0158] In another scenario, if it is deduced that there is a risk of collision with an obstacle when the vehicle travels along the fifth sub-path, a sixth sub-path can be planned based on the fifth sub-path, the position of the obstacle, and the fourth gear shift position.

[0159] For each of the aforementioned scenarios, the fifth and sixth sub-paths do not include shift positions, and the fourth sub-path includes at least one shift position (such as the fourth shift position) and each of the at least one shift position remains unchanged; or, the fifth and sixth sub-paths include the same shift position (gear shift point B1 as shown in Figure 5), and the fourth sub-path includes at least one shift position, and each of the at least one shift position remains unchanged; or, the fifth sub-path includes the fifth shift position, the sixth sub-path includes the sixth shift position, the fifth and sixth shift positions have a second offset, and the fourth sub-path includes at least one shift position.

[0160] Regarding the aforementioned implementation, the switching of the vehicle's display device from displaying the first planned path to displaying the second planned path can be further refined as follows: the control display device switches from displaying part or all of the fifth sub-path to displaying the sixth sub-path. For specific examples, please refer to the examples in Figures 5(c) and (d), which will not be elaborated upon here.

[0161] In some implementations, the first planned path includes a traffic path and a parking path. The traffic path is the path for a vehicle to travel to a first location, and the parking path is the path for the vehicle to park from the first location into a target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planned path based on the first planned path includes: planning an updated traffic path based on the traffic path. The second planned path includes the updated traffic path and the parking path.

[0162] For example, the first threshold can be a value between 30 meters and 50 meters, or the first threshold can be other values.

[0163] In one example, when the first planned path includes a gear shift point, the travel path and parking path can be divided based on the gear shift point. For example, the first position can be the gear shift point in the first planned path that is closest to the target parking space. For instance, if the aforementioned first gear shift position is the gear shift point in the first planned path that is closest to the target parking space, then the first position can be the first gear shift position, the travel path includes the first sub-path, and the parking path includes the second sub-path. In another example, the travel path and parking path can be divided based on the curvature of the first planned path and / or the distance to the target parking space. For example, the first position can be position 504' as shown in Figure 6, the travel path can include path 503-a as shown in Figure 6, the parking path can include path 503-b as shown in Figure 6, and the updated travel path can be path 503-a' as shown in Figure 6.

[0164] In some scenarios, when it is inferred that there is a risk of collision with obstacles while the vehicle is traveling along the passage, an updated passage is planned based on the passage and the location of the obstacles.

[0165] In some implementations, the first planned path includes a traffic path and a parking path. The traffic path is the path for a vehicle to travel to a first location, and the parking path is the path for the vehicle to park from the first location into the target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planned path based on the first planned path includes: planning an updated parking path based on the parking path. The second planned path includes the traffic path and the updated parking path.

[0166] In some scenarios, when it is inferred that there is a risk of collision with obstacles when the vehicle travels along the parking path, an updated parking path is planned based on the parking path and the location of the obstacles.

[0167] In some implementations, the first planned path is planned based on a first target pose of the vehicle in the target parking space. The method further includes: acquiring first perception information, which indicates the position of a first obstacle around the target parking space; determining a second target pose based on the position of the first obstacle; and planning an updated parking path based on the parking path, including: planning the updated parking path based on the parking path and the second target pose. For example, the first target pose can be pose 1 as shown in Figure 7, the second target pose can be pose 2 as shown in Figure 7, the parking path can be path 503 as shown in Figure 7, and the updated parking path can be the path formed by paths 503-1 and 503-2' as shown in Figure 7.

[0168] In some implementations, planning an updated berthing path based on the berthing path and the second target pose includes: when the offset of the second target pose relative to the first target pose is greater than or equal to a second threshold, planning the updated berthing path based on the berthing path and the second target pose. The method for determining the offset between the second target pose and the first target pose can be referred to the description in the corresponding part of Figure 7, and will not be repeated here. For example, the second threshold can be a value between 5 cm and 10 cm, or it can be other distances.

[0169] In some implementations, the parking path instructs the vehicle to park in the target parking space sequentially via the seventh sub-path and the eighth sub-path, with the seventh and eighth sub-paths connecting at a second location. Based on the parking path and the second target pose, an updated parking path is planned, including: planning a ninth sub-path based on the seventh sub-path and the second target pose. The updated parking path includes both the seventh and ninth sub-paths. For example, the seventh sub-path can be an anchored path, such as path 503-1 shown in Figure 7.

[0170] It should be understood that if there is a risk of collision with an obstacle when the vehicle is traveling along the eighth sub-path toward the target parking space, a ninth sub-path can be planned based on the seventh sub-path, the position of the obstacle, and the second target pose. This ninth sub-path can avoid the aforementioned obstacle.

[0171] In the aforementioned embodiment, the control of the vehicle's display device to switch from displaying the first planned path to displaying the second planned path can be further refined as follows: the control of the display device to switch from displaying the eighth sub-path to displaying the ninth sub-path; and the control of the display device to maintain the display of the seventh sub-path.

[0172] The parking method provided in this application allows for real-time updating of the parking path during the parking process, improving the human-likeness and continuity of the parking process and reducing the likelihood of the vehicle getting stuck by dynamic obstacles. Furthermore, updating the parking path based on the planned path avoids discontinuities caused by abrupt changes in the parking path. Additionally, segmented updating of the parking path helps reduce computational overhead. When a gear shift position exists within the parking path, using this fixed position as a constraint for updating the parking path improves the speed of calculating new parking paths.

[0173] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0174] The methods provided by the embodiments of this application have been described in detail above with reference to Figures 1 to 9. The apparatus provided by the embodiments of this application will now be described in detail with reference to Figures 10 and 11. It should be understood that the descriptions of the apparatus embodiments correspond to the descriptions of the method embodiments; therefore, any content not described in detail can be referred to the method embodiments above, and for the sake of brevity, will not be repeated here.

[0175] Figure 10 shows a schematic block diagram of a parking device 2000 provided in an embodiment of this application. The device 2000 may include units for executing the methods described in the foregoing embodiments. Furthermore, each unit in the device 2000 implements a corresponding process of the above method embodiments. The device 2000 includes an acquisition unit 2010, which can be used to implement corresponding data acquisition or transmission / reception functions. The device 2000 also includes a processing unit 2020, which can be used to implement corresponding processing functions.

[0176] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit so that the device can perform the relevant actions in the aforementioned method embodiments.

[0177] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0178] It should also be understood that the device 2000 described herein is embodied in the form of a functional unit. The terms “module” or “unit” may refer to application-specific ASICs, electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0179] The apparatuses described above have the function of implementing the corresponding steps in the methods described above. These functions can be implemented in hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the functions described above; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as the processing unit, can be replaced by a processor, used to execute the relevant processing operations in each method embodiment.

[0180] For example, the acquisition unit 2010 and the processing unit 2020 can be disposed in the control module 240 shown in FIG2. The operations performed by the acquisition unit 2010 and the processing unit 2020 can be performed by a single processor, or they can be performed by different processors. In a specific implementation, the one or more processors can be processors disposed in the vehicle's computing platform; or, the device 2000 can be a chip disposed in the vehicle.

[0181] In the specific implementation process, the units in the above device can be fully or partially integrated together, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0182] Figure 11 is another schematic block diagram of the parking device provided in an embodiment of this application. The device 2100 shown in Figure 11 may include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, transceiver 2120, and memory 2130 are connected via internal interconnection paths. The memory 2130 is used to store instructions, and the processor 2110 is used to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Optionally, the memory 2130 may be coupled to the processor 2110 via an interface or integrated with the processor 2110.

[0183] It should be noted that the transceiver 2120 mentioned above may include, but is not limited to, transceiver devices such as input / output interfaces, to realize communication between device 2100 and other devices or communication networks.

[0184] Memory 2130 can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes various forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0185] Transceiver 2120 uses transceiver devices, such as but not limited to transceivers, to enable communication between device 2100 and other devices or communication networks to receive / send data / information for implementing the methods in the above embodiments.

[0186] This application also provides an intelligent driving device, which includes the device 2000 or device 2100 in the above embodiments.

[0187] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0188] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0189] This application also provides a chip, including circuitry, for performing the methods described in the above embodiments of this application.

[0190] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0191] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0192] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0193] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0194] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0195] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0196] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0197] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

A parking method, characterized in that, include: Obtain the first planned path; During the process of controlling the vehicle to park in the target parking space along the first planned path, a second planned path is determined based on the first planned path. The vehicle's display device is switched from displaying the first planned path to displaying the second planned path, and the vehicle is controlled to continue parking towards the target parking space along the second planned path. The method according to claim 1, characterized in that, The first planned path indicates that the vehicle travels from the first sub-path to the second sub-path via the first shift position, and the first shift position indicates the position where the vehicle shifts gears; The second planned path includes a third sub-path and the second sub-path. Determining the second planned path based on the first planned path includes: When the vehicle is in the first sub-path, the third sub-path is planned based on the first sub-path and the first shift position. The method according to claim 2, characterized in that, The first sub-path includes a second shift position, and the third sub-path includes a third shift position. There is a first offset between the second shift position and the third shift position. The method according to claim 2 or 3, characterized in that, The second sub-path includes at least one gear shift position. The method according to any one of claims 2 to 4, characterized in that, The display device controlling the vehicle switches from displaying the first planned path to displaying the second planned path, including: Control the display device to switch from displaying part or all of the first sub-path to displaying the third sub-path; And control the display device to keep displaying the second sub-path. The method according to any one of claims 1 to 5, characterized in that, The first planned path indicates that the vehicle travels from the fourth sub-path to the fifth sub-path via the fourth shift position, and the fourth shift position indicates the position where the vehicle shifts gears; The second planned path includes a sixth sub-path, and determining the second planned path based on the first planned path includes: Based on the fourth shift position and the fifth sub-path, the sixth sub-path is planned. The method according to claim 6, characterized in that, The fifth sub-path includes a fifth shift position, the sixth sub-path includes a sixth shift position, and there is a second offset between the fifth shift position and the sixth shift position. The method according to claim 6 or 7, characterized in that, The fourth sub-path includes at least one gear shift position. The method according to any one of claims 6 to 8, characterized in that, The display device controlling the vehicle switches from displaying the first planned path to displaying the second planned path, including: Control the display device to switch from displaying part or all of the fifth sub-path to displaying the sixth sub-path. The method according to any one of claims 1 to 9, characterized in that, The first planned path includes a travel path and a parking path. The travel path is the path by which the vehicle travels to the first location, and the parking path is the path by which the vehicle moves from the first location to the target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planning path based on the first planning path includes: Based on the travel route, an updated travel route is planned, and the second planned route includes the updated travel route and the berthing route. The method according to any one of claims 1 to 9, characterized in that, The first planned path includes a travel path and a parking path. The travel path is the path by which the vehicle travels to the first location, and the parking path is the path by which the vehicle moves from the first location to the target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planning path based on the first planning path includes: Based on the berthing route, an updated berthing route is planned, wherein the second planned route includes the passage route and the updated berthing route. The method according to claim 11, characterized in that, The first planned path is planned based on the first target pose of the vehicle in the target parking space, and the method further includes: Acquire first sensing information, which indicates the position of a first obstacle around the target parking space; Determine the pose of the second target based on the position of the first obstacle; Based on the described berthing path, plan the updated berthing path, including: The updated berthing path is planned based on the berthing path and the second target pose. The method according to claim 12, characterized in that, The step of planning the updated berthing path based on the berthing path and the second target pose includes: When the offset of the second target pose relative to the first target pose is greater than or equal to the second threshold, the updated berthing path is planned based on the berthing path and the second target pose. The method according to claim 12 or 13 is characterized in that, The parking path indicates that the vehicle will park in the target parking space via the seventh sub-path and the eighth sub-path in sequence, and the seventh sub-path and the eighth sub-path will connect at the second position; The step of planning the updated berthing path based on the berthing path and the second target pose includes: Based on the seventh sub-path and the second target pose, a ninth sub-path is planned, and the updated berthing path includes the seventh sub-path and the ninth sub-path. The method according to claim 14, characterized in that, The display device controlling the vehicle switches from displaying the first planned path to displaying the second planned path, including: Control the display device to switch from displaying the eighth sub-path to displaying the ninth sub-path; And control the display device to keep displaying the seventh sub-path. The method according to any one of claims 1 to 15, characterized in that, The method further includes: Acquire second sensing information, which indicates the location of at least one obstacle around the vehicle; Determining the second planning path based on the first planning path includes: When it is deduced that a second obstacle among the at least one obstacles poses a collision risk to the vehicle, a second planned path is planned based on the first planned path and the position of the second obstacle. A parking device, characterized in that, include: The acquisition unit is used to acquire the first planned path; The processing unit is used to determine a second planned path based on the first planned path during the process of controlling the vehicle to park in the target parking space along the first planned path. The vehicle's display device is switched from displaying the first planned path to displaying the second planned path, and the vehicle is controlled to continue parking towards the target parking space along the second planned path. The apparatus according to claim 17 is characterized in that, The first planned path indicates that the vehicle travels from the first sub-path to the second sub-path via the first shift position, and the first shift position indicates the position where the vehicle shifts gears; The second planned path includes a third sub-path and the second sub-path, and the processing unit is used for: When the vehicle is in the first sub-path, the third sub-path is planned based on the first sub-path and the first shift position. The apparatus according to claim 18 is characterized in that, The first sub-path includes a second shift position, and the third sub-path includes a third shift position. There is a first offset between the second shift position and the third shift position. The apparatus according to claim 18 or 19 is characterized in that, The second sub-path includes at least one gear shift position. The apparatus according to any one of claims 18 to 20, characterized in that, The processing unit is used for: Control the display device to switch from displaying part or all of the first sub-path to displaying the third sub-path; And control the display device to keep displaying the second sub-path. The apparatus according to any one of claims 17 to 21 is characterized in that, The first planned path indicates that the vehicle travels from the fourth sub-path to the fifth sub-path via the fourth shift position, and the fourth shift position indicates the position where the vehicle shifts gears; The second planned path includes a sixth sub-path, and the processing unit is used for: Based on the fourth shift position and the fifth sub-path, the sixth sub-path is planned. The apparatus according to claim 22 is characterized in that, The fifth sub-path includes a fifth shift position, the sixth sub-path includes a sixth shift position, and there is a second offset between the fifth shift position and the sixth shift position. The apparatus according to claim 22 or 23 is characterized in that, The fourth sub-path includes at least one gear shift position. The apparatus according to any one of claims 22 to 24, characterized in that, The processing unit is used for: Control the display device to switch from displaying part or all of the fifth sub-path to displaying the sixth sub-path. The apparatus according to any one of claims 17 to 25 is characterized in that, The first planned path includes a travel path and a parking path. The travel path is the path by which the vehicle travels to the first location, and the parking path is the path by which the vehicle moves from the first location to the target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. The processing unit is used for: Based on the travel route, an updated travel route is planned, and the second planned route includes the updated travel route and the berthing route. The apparatus according to any one of claims 17 to 25 is characterized in that, The first planned path includes a travel path and a parking path. The travel path is the path by which the vehicle travels to the first location, and the parking path is the path by which the vehicle moves from the first location to the target parking space. The distance between the first location and the target parking space is less than or equal to a first threshold. Determining the second planning path based on the first planning path includes: Based on the berthing route, an updated berthing route is planned, wherein the second planned route includes the passage route and the updated berthing route. The apparatus according to claim 27 is characterized in that, The first planned path is planned based on the first target pose of the vehicle in the target parking space, and the acquisition unit is further configured to: Acquire first sensing information, which indicates the position of a first obstacle around the target parking space; The processing unit is also used for: Determine the pose of the second target based on the position of the first obstacle; The updated berthing path is planned based on the berthing path and the second target pose. The apparatus according to claim 28 is characterized in that, The processing unit is used for: When the offset of the second target pose relative to the first target pose is greater than or equal to the second threshold, the updated berthing path is planned based on the berthing path and the second target pose. The apparatus according to claim 28 or 29 is characterized in that, The parking path indicates that the vehicle will park in the target parking space via the seventh sub-path and the eighth sub-path in sequence, and the seventh sub-path and the eighth sub-path will connect at the second position; The processing unit is used for: Based on the seventh sub-path and the second target pose, a ninth sub-path is planned, and the updated berthing path includes the seventh sub-path and the ninth sub-path. The apparatus according to claim 30 is characterized in that, The processing unit is used for: Control the display device to switch from displaying the eighth sub-path to displaying the ninth sub-path; And control the display device to keep displaying the seventh sub-path. The apparatus according to any one of claims 17 to 31 is characterized in that, The acquisition unit is also used for: Acquire second sensing information, which indicates the location of at least one obstacle around the vehicle; The processing unit is also used for: When it is deduced that a second obstacle among the at least one obstacles poses a collision risk to the vehicle, a second planned path is planned based on the first planned path and the position of the second obstacle. A parking device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 1 to 16. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, implement the method as described in any one of claims 1 to 16. A chip characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 16. A computer program product, characterized in that, The computer program product includes: computer program code, which, when executed by a processor, implements the method as described in any one of claims 1 to 16. A vehicle characterized in that, Includes the apparatus as described in any one of claims 17 to 33, or the computer-readable storage medium as described in claim 34, or the chip as described in claim 35, or the vehicle is equipped with the computer program product as described in claim 36.

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