CN102398596A - Parking control device and system and parking control method - Google Patents
Parking control device and system and parking control method Download PDFInfo
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Abstract
The invention discloses a parking control device, a parking control system and a parking control method for solving the problem of high error between a vehicle running locus and a designed locus during parking control in the prior art. The parking control device comprises an acquisition module and a calculation module, wherein the acquisition module is used for acquiring the starting position and the final position of a vehicle; the calculation module is used for calculating a parking locus at a preset speed according to constrained conditions, the starting position and the final position, wherein the constrained conditions comprise a highest allowed speed of the vehicle, a maximum turning speed of a front wheel of the vehicle and a maximum turning angle of the front wheel of the vehicle during parking; and the curvature of the parking locus is continuously changed, the parking locus comprises an arc and a curve connected with two ends of the arc, and the radius of the arc is the turning radius when the front wheel of the vehicle reaches the maximum turning angle. By using the technical scheme, the actual running locus of the vehicle accords with the designed locus during parking.
Description
Technical Field
The invention relates to a parking control device, a parking control system and a parking control method.
Background
At present, more and more vehicles have a parking control function and can be controlled to enter a parking space. Fig. 1A is a schematic diagram of a parking control trajectory according to the prior art. Following the S-shaped path 10 shown in FIG. 1A, the vehicle may achieve a side-to-right stop. If the vehicle is parked in the left direction, the vehicle can be driven along the mirror image curve of the track 10 in the left or right direction, that is, the parking track is in the reverse S shape. As shown in fig. 1A, knowing the positional relationship between the vehicle and the parking space PA, it is possible to determine a target parking position U, which is usually the rear axle midpoint, when the vehicle is parked and stopped.
According to the conventional method, the parking trajectory is composed of two arcs, i.e., a segment from T → Q and a segment from Q → U as shown in fig. 1A. The vehicle behavior is interpreted as the vehicle fully steering to the right (i.e., rotating to an extreme position) from point T, traveling to point Q, fully steering to the left at point Q, traveling to point U, and stopping at point U. From the above description, it can be seen that the change curve of the steering wheel angle and the position is shown in fig. 2, and fig. 2 is a schematic view of the change curve of the steering wheel angle and the position in the parking control method according to the prior art.
The curvature of the existing parking track design curve has abrupt curvature changes at the positions of a point T and a point U, and although the curvature from the point T to the point Q and from the point Q to the point U are not changed, the direction of the curve from the point T to the point Q is opposite to the direction of the curve from the point Q to the point U, and the curvature can also be considered to have abrupt curvature changes. When the position with the suddenly changed curvature requires the steering wheel to suddenly change, namely the position of the T point requires the steering wheel to change from the middle position to the right limit position, the position of the Q point requires the steering wheel to change from the right limit position to the left limit position, and the position of the U point requires the steering wheel to change from the left limit position to the middle position, namely the change relation between the position of the curve drawn in the graph 2 and the steering wheel. If the vehicle speed is not equal to zero at the location of these abrupt changes in curve curvature, then an instantaneous abrupt change in steering wheel angle is required, which is not possible in real-world control.
Fig. 1B is a schematic diagram of another parking control trajectory according to the prior art. Vertical parking or diagonal parking of the vehicle to the right parking space PB can be achieved according to the C-shaped trajectory 11 shown in fig. 1B. If the vehicle needs to enter the left parking space, the vehicle can drive along a mirror image curve which is left or right relative to the track 11, namely the parking track at the moment is in a reverse C shape. In the figure T0And U0Respectively, a start position and an end position of the vehicle when parking. For the parking trajectory shown in fig. 1B, there is also a sudden change in curvature position similar to the above-described case, i.e., point T in fig. 1B, and the required steering wheel angle should be changed from the center position to the right limitPosition, and point U in fig. 1B, requires the steering wheel angle to change from the right extreme position to the neutral position. And an arc (the circle center is O point) is arranged between the T point and the U point, and the radius of the arc is the minimum turning radius of the vehicle.
The existing track design has the defect that points T, Q and U of a curve have abrupt curvature changes, namely the steering wheel angle is required to be abruptly changed under the condition that the vehicle speed is not equal to zero. Therefore, when the parking trajectory obtained according to the existing trajectory design method is used for parking control, when the vehicle speed is not zero, the steering wheel angle is controlled according to the trajectory with certain delay, and the vehicle deviates from the trajectory during running, so that a large error is formed. The vehicle may therefore collide with vehicles in front of and behind the parking space or with road teeth or be out of position after parking.
Disclosure of Invention
The invention mainly aims to provide a parking control device, a parking control system and a parking control method, and aims to solve the problem that a large error exists between a vehicle running track and a design track during parking control in the prior art.
In order to solve the above-described technical problem, according to an aspect of the present invention, a parking control apparatus is provided.
The parking control apparatus of the present invention includes: the acquisition module is used for acquiring a starting point position and an end point position of the vehicle; the calculation module is used for calculating a parking track under a preset vehicle speed according to a constraint condition and the starting point position and the end point position, wherein the constraint condition comprises the maximum allowable vehicle speed of the vehicle during parking, the maximum steering speed of front wheels of the vehicle and the maximum turning angle of the front wheels of the vehicle, the curvature of the parking track is continuously changed and comprises an arc and curves connected with the two ends of the arc, and the radius of the arc is the turning radius of the vehicle when the front wheels reach the maximum turning angle.
Furthermore, the parking track is S-shaped or reverse S-shaped and is formed by sequentially connecting a first curve, a first arc, a second curve, a third curve, a second arc and a fourth curve end to end; or the parking track is C-shaped or reverse C-shaped and is formed by sequentially connecting a first curve, an arc and a second curve end to end.
Further, the calculating module is further configured to integrate two ends of the following formula to obtain a functional relationship between y and x in the first curve, the second curve, the third curve, or the fourth curve:
wherein x represents a displacement in a horizontal direction, y represents a displacement in a vertical direction, ψ represents a yaw angle, v represents the preset vehicle speed, δ represents a front wheel turning angle, b represents a wheel base of the vehicle, σ represents a front wheel rotation speed, an integration time is δ/σ, and v ≦ vmax，σ≤σmax，δ≤δmaxWherein v ismaxIndicating the maximum allowable vehicle speed, σ, of the vehicle during parkingmaxRepresenting the maximum steering speed, delta, of the front wheels of the vehiclemaxIndicating the maximum rotation angle of the front wheels.
Further, the parking control device further comprises a tracking module, configured to adjust a rotation speed of a steering wheel according to a vehicle speed during parking, and then calculate a target steering wheel angle at which a vehicle running trajectory and the parking trajectory substantially coincide.
Further, the tracking module comprises: the comparison submodule is used for comparing the current speed of the vehicle in the parking process with the preset speed; the rotating speed adjusting submodule is used for outputting a reduced value of the rotating speed of the steering wheel when the current speed is less than the preset vehicle speed and outputting an increased value of the rotating speed of the steering wheel when the current speed is greater than the preset vehicle speed; and the rotation angle adjusting submodule is used for calculating the rotation angle of the steering wheel according to the reduction value of the rotation speed of the steering wheel or the increase value of the rotation speed of the steering wheel.
In order to solve the above technical problem, according to another aspect of the present invention, there is provided a parking control system including: the storage module is used for storing the starting point position and the end point position of the vehicle; the calculation module is used for calculating a parking track under a preset vehicle speed according to a constraint condition and the starting point position and the end point position; the tracking module is used for adjusting the rotating speed of a steering wheel according to the vehicle speed in the parking process and then calculating a target steering wheel rotating angle which enables the vehicle running track and the parking track to be basically coincident; and the sending module is used for sending the target steering wheel angle obtained by the tracking module to a steering wheel executing steering mechanism of the vehicle.
Further, the tracking module comprises: the comparison submodule is used for comparing the current speed of the vehicle in the parking process with the preset speed; the rotating speed adjusting submodule is used for outputting a reduced value of the rotating speed of the steering wheel when the current speed is less than the preset vehicle speed and outputting an increased value of the rotating speed of the steering wheel when the current speed is greater than the preset vehicle speed; and the rotation angle adjusting submodule is used for calculating the rotation angle of the steering wheel according to the reduction value of the rotation speed of the steering wheel or the increase value of the rotation speed of the steering wheel.
In order to solve the above-described technical problem, according to still another aspect of the present invention, there is provided a parking control method including: acquiring a starting position and an end position of a vehicle; and calculating a parking track under a preset vehicle speed according to a constraint condition, the starting position and the end position, wherein the constraint condition comprises the highest allowable vehicle speed of the vehicle during parking, the maximum steering speed of front wheels of the vehicle and the maximum turning angle of the front wheels of the vehicle, the curvature of the parking track is continuously changed and comprises an arc and curves connected with the two ends of the arc, and the radius of the arc is the turning radius of the vehicle when the front wheels reach the maximum turning angle.
Further, in the method, the parking track is in an S shape or an inverse S shape and is formed by sequentially connecting a first curve, a first arc, a second curve, a third curve, a second arc and a fourth curve end to end; or the parking track is C-shaped or reverse C-shaped and is formed by sequentially connecting a first curve, an arc and a second curve end to end.
Further, in the above method, after calculating the parking trajectory at the preset vehicle speed, the method further includes: and adjusting the rotating speed of the steering wheel according to the vehicle speed, and then calculating a target steering wheel rotating angle which enables the vehicle running track and the parking track to be basically coincident.
According to the technical scheme of the invention, the curvature continuous curve is added near the starting point position, the end point position and the middle point of the parking track of the vehicle during parking, so that the whole parking track becomes a curvature continuous curve, the instantaneous sudden change of the steering wheel angle in the parking control process is avoided, the vehicle can run according to the designed parking track strictly, and the error between the vehicle running track and the designed track during the parking control is reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1A is a schematic illustration of a parking control trajectory according to the prior art;
FIG. 1B is a schematic illustration of another parking control trajectory according to the prior art;
fig. 2 is a schematic view of a change curve of a steering wheel angle with position in a parking control method according to the related art;
fig. 3 is a schematic diagram of the basic structure of a parking control apparatus according to an embodiment of the invention;
FIG. 4A is a schematic illustration of a parking curve according to an embodiment of the present invention;
FIG. 4B is a schematic illustration of another parking curve according to an embodiment of the present invention;
FIG. 5 is a diagram showing the structure of a sigma curve according to the embodiment of the present invention;
FIG. 6 is a schematic illustration of the change in steering wheel angle and position when the vehicle is operating in a parking curve in accordance with an embodiment of the present invention;
FIG. 7 is a schematic diagram of a flow of trajectory tracking according to an embodiment of the present invention, an
Fig. 8 is a schematic diagram of the structure of a parking control system according to an embodiment of the invention.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 3 is a schematic diagram of the basic structure of the parking control apparatus according to the embodiment of the invention. As shown in fig. 3, the parking control apparatus 30 according to the embodiment of the present invention includes an acquisition module 31 and a calculation module 32. The obtaining module 31 is configured to obtain a starting point position and an ending point position of the vehicle, and the calculating module 32 is mainly configured to calculate a parking trajectory at a preset vehicle speed according to the constraint condition and the starting point position and the ending point position of the vehicle.
In implementations, the acquisition module 31 may acquire the vehicle start and end positions in various ways that may be present or may occur in the future. The position of the midpoint of the rear axle of the vehicle may be used as the position of the vehicle in the calculation.
One parking curve calculated by the calculation module 32 is shown in FIG. 4A. FIG. 4A is a schematic illustration of a parking curve according to an embodiment of the present invention. The curve 40 of fig. 4A is overall S-shaped, four sections of curvature continuous curves are added on the basis of the existing parking curve composed of two sections of circular arcs, the whole parking track is composed of two sections of Σ curves, namely TQ section and QU section, and each section of Σ curve has the same structure and is in the form of CC (curvature continuous curve) + Circle (circular arc) + CC, so that the curve 40 is formed by connecting 6 sections of curves end to end, namely a first curve 41 and a first circular arc 42 (the Circle center is O)1) A second curve 43, a third curve 44, a second arc 45 (center of the figure is O)2) And a fourth curve 46, wherein the first arc 42 and the second arc 45 have radii corresponding to the rotation angle of the vehicle when the front wheel reaches the maximum rotation angleThe first curve 41, the second curve 43, the third curve 44 and the fourth curve 46 have the same shape of the turning radius, i.e., the minimum turning radius of the vehicle, and in fig. 4A, the first curve 41 and the second curve 43 have the same direction of bending and the third curve 44 and the fourth curve 46 have the same direction of bending. And it can be seen that after the Σ curve is determined, the parking curve 40 can be determined, and the bending directions of the two Σ curves in the parking curve 40 are opposite.
The curve 40 of fig. 4A is a parking trajectory for a right side parking, and a left or right mirror image curve of the curve 40, which is a parking trajectory for a left side parking, has an inverse S shape and is designed in a similar manner to the curve 40. The design of the sigma curve is explained below. Fig. 5 is a schematic diagram of the structure of the Σ curve in the embodiment according to the present invention. As shown in fig. 5, the sigma curve consists of three parts:
qsto qiSection (2): curvature continuity Curve, otherwise called CC Curve (Continues Curve), the curvature varying from zero to a maximum curvature kmax；
qiTo qjSection (2): curve of constant curvature, otherwise known as circular arc curve (Circle), with a maximum curvature kmax；
qjTo qfSection (2): curvature continuity curve, otherwise called CC curve (curvatures), the curvature is defined by a maximum curvature kmaxTo zero;
kmax -1is the turning radius of the vehicle at the maximum steering wheel angle (front wheel angle), that is, the inverse of the maximum curvature.
A specific design method of the continuous curvature curve CC will be described below.
From qsTo qiOr qjTo qfIs a curve designed according to the vehicle operating parameters under the constraint conditions, in the form of y ═ f (x), f denotes that y is a function of x, and can be obtained by integration across equation (1).
Wherein: x represents the displacement in the horizontal direction, y represents the displacement in the vertical direction, ψ represents the yaw angle, i.e., the angle between the tangent to the trajectory and the x-axis, i.e., the angle between the vehicle body direction and the x-axis, v represents the preset vehicle speed, δ represents the front wheel steering angle, which can be determined from the relationship between the steering wheel steering angle and the gear ratioB represents the wheel base of the vehicle, sigma represents the rotation speed of the front wheels, and the integration time is delta/sigma. The constraint conditions are mainly physical characteristics of the vehicle, and specifically include: v is less than or equal to vmax，σ≤σmax，δ≤δmaxWherein v ismaxIndicating the maximum allowable vehicle speed, σ, of the vehicle during parkingmaxRepresenting the maximum steering speed, delta, of the front wheels of the vehiclemaxIndicating the maximum rotation angle of the front wheels. It can be seen from fig. 4A that the two sigma curves have the same shape and different bending directions, so the signs of sigma and delta in the two sigma curves are positive and negative, and the constraint condition for the two sigma curves can be expressed as | sigma | ≦ sigma |maxDelta is less than or equal to deltamax。
In FIG. 5, the starting point q of the curvesAnd end point qiRespectively satisfy the curvature of zero and the curvature of kmaxAnd the curvature is continuously changed in the continuous position change process. Meanwhile, the section of curve is a track curve which can be realized by an actual vehicle according to the design process. The design method of the section of CC curve meets the design requirements in the foregoing.
Q can be obtained by the same methodjTo qfThe CC curve of the segment, and thus the curve of the overall parking trajectory, the change in the steering angle and position of the two segments of the steering wheel is shown in fig. 6. Fig. 6 is a schematic diagram of changes in steering wheel angle and position when the vehicle is operating in a parking curve according to an embodiment of the present invention. S in FIG. 61，S2，S3And S4The corresponding position is shown in fig. 4A.
The method of designing the parking curve 40 in this embodiment may also be used to design a parking curve having a C-shape, where the resulting parking trajectory is shown in fig. 4B. Fig. 4B is a schematic illustration of another parking curve according to an embodiment of the present invention. In fig. 4B, the parking trajectory is a curve 49, and the curve 49 includes a portion from the point T to the point Q of the curve 40 in fig. 4A, and may further include a straight line 47 and a straight line 48 which intersect the curves 41 and 43 at the point T and the point Q, respectively, depending on the actual position of the vehicle. Since the steering wheel angle of the vehicle is zero at the points T and Q of the curve, 47 and 48 in the figure can be kept as straight lines.
The parking trajectory in fig. 4B is used in the case where the vehicle enters the parking space to the right vertically or obliquely. The left or right mirror curve of the curve 49 is the situation that the vehicle enters the parking space to the left vertically or obliquely, the mirror curve is in a reverse C shape, and the design method of the mirror curve is similar to that of the curve 49.
For track tracking, the designed track of the invention needs to be tracked and controlled by a CC curve segment, and because the speed of the vehicle is controlled by a driver in a semi-automatic parking system, the actual rotating speed of a steering wheel needs to be adjusted according to the actual speed of the vehicle at the position where the speed of the vehicle is inconsistent with the designed speed of the vehicle, so that the running track of the vehicle is coincident with or close to the designed CC curve.
In the embodiment of the invention, the vehicle moves according to the designed track by adopting a track tracking method, and particularly, the speed of the change of the speed of the steering wheel corner is adjusted according to the actual vehicle speed, namely, when the vehicle speed is high, the rotating speed of the steering wheel is high, when the vehicle speed is low, the rotating speed of the steering wheel is low, and when the vehicle speed is stopped, the steering wheel does not move. To this end, a tracking module 33, which is also shown in fig. 3, may be further included in the parking control device 30 shown in fig. 3 for adjusting the rotation speed of the steering wheel according to the vehicle speed during parking and then calculating a target steering wheel angle at which the vehicle trajectory substantially coincides with the parking trajectory. The tracking module 33 may implement the trajectory tracking according to the flow shown in fig. 7, and fig. 7 is a schematic diagram of the flow of the trajectory tracking according to the embodiment of the present invention.
One structure of the tracking module 33 includes a comparison submodule, a rotation speed adjustment submodule, and a rotation angle adjustment submodule, where the comparison submodule is configured to compare a current speed of the vehicle during a parking process with the preset vehicle speed; the rotating speed adjusting submodule is used for outputting a reduced value of the rotating speed of the steering wheel when the current speed is less than the preset vehicle speed and outputting an increased value of the rotating speed of the steering wheel when the current speed is greater than the preset vehicle speed; and the rotation angle adjusting submodule is used for calculating the rotation angle of the steering wheel according to the reduction value of the rotation speed of the steering wheel or the increase value of the rotation speed of the steering wheel.
Fig. 8 is a schematic diagram of the structure of a parking control system according to an embodiment of the invention. As shown in fig. 8, the parking control system 80 includes a saving module 81 for saving the start point position and the end point position of the vehicle, and the calculation module 32 and the tracking module 33 in fig. 3, and a transmission module 83. The sending module 83 is configured to send the target steering wheel angle obtained by the tracking module 33 to a steering wheel actuator of the vehicle. The steering wheel can be rotated by the steering wheel angle of the steering wheel after the operating mechanism of the steering wheel obtains the signal of the steering wheel angle.
The parking control method in the embodiment of the invention mainly comprises the steps of obtaining the starting position and the ending position of the vehicle and calculating the parking track. And in the step of calculating the parking track, calculating the parking track at the preset vehicle speed according to the constraint condition and the starting point position and the end point position. And in the step of tracking the track, adjusting the rotating speed of a steering wheel according to the vehicle speed and then calculating a target steering wheel rotating angle which enables the vehicle running track to be basically coincident with the parking track.
According to the technical scheme of the embodiment of the invention, the curvature continuous curve is added at the starting point position and the end point position of the vehicle and near the middle point of the parking track during parking, so that the whole parking track becomes a curvature continuous curve, the instantaneous sudden change of the steering wheel angle in the parking control process is avoided, the vehicle can run according to the designed parking track strictly, and the error between the vehicle running track and the designed track during the parking control is reduced.
It will be apparent to those skilled in the art that the modules or steps of the present invention described above may be implemented by a general purpose computing device, they may be centralized on a single computing device or distributed across a network of multiple computing devices, and alternatively, they may be implemented by program code executable by a computing device, such that they may be stored in a memory device and executed by a computing device, and in some cases, the steps shown or described may be performed in an order different than that described herein, or they may be separately fabricated into individual integrated circuit modules, or multiple ones of them may be fabricated into a single integrated circuit module. Thus, the present invention is not limited to any specific combination of hardware and software.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A parking control apparatus, characterized by comprising:
the acquisition module is used for acquiring a starting point position and an end point position of the vehicle;
a calculation module for calculating a parking trajectory at a preset vehicle speed according to a constraint condition and the start position and the end position, wherein,
the constraint conditions comprise the maximum allowable vehicle speed of the vehicle when parking, the maximum steering speed of the front wheels of the vehicle and the maximum rotation angle of the front wheels of the vehicle,
the curvature of the parking track is continuously changed and comprises an arc and curves connected with two ends of the arc, and the radius of the arc is the turning radius of the vehicle when the front wheel reaches the maximum turning angle.
2. The apparatus of claim 1,
the parking track is S-shaped or reverse S-shaped and is formed by sequentially connecting a first curve, a first arc, a second curve, a third curve, a second arc and a fourth curve end to end; or,
the parking track is C-shaped or reverse C-shaped and is formed by sequentially connecting a first curve, an arc and a second curve end to end.
3. The apparatus of claim 2, wherein the computing module is further configured to integrate the two ends of the following formula to obtain a functional relationship between y and x in the first, second, third, or fourth curves:
x represents the displacement in the horizontal direction, y represents the displacement in the vertical direction, psi represents the yaw angle, v represents the preset vehicle speed, delta represents the front wheel turning angle, b represents the wheel base of the vehicle, sigma represents the front wheel rotating speed, the integration time is delta/sigma, and v is less than or equal to vmax，σ≤σmax，δ≤δmaxWherein v ismaxIndicating the maximum allowable vehicle speed, σ, of the vehicle during parkingmaxRepresenting the maximum steering speed, delta, of the front wheels of the vehiclemaxIndicating the maximum rotation angle of the front wheels.
4. The device of claim 1, 2 or 3, further comprising a tracking module for adjusting the rotation speed of the steering wheel according to the vehicle speed during parking and then calculating a target steering wheel angle at which the vehicle trajectory substantially coincides with the parking trajectory.
5. The apparatus of claim 4, wherein the tracking module comprises:
the comparison submodule is used for comparing the current speed of the vehicle in the parking process with the preset speed;
the rotating speed adjusting submodule is used for outputting a reduced value of the rotating speed of the steering wheel when the current speed is less than the preset vehicle speed and outputting an increased value of the rotating speed of the steering wheel when the current speed is greater than the preset vehicle speed;
and the rotation angle adjusting submodule is used for calculating the rotation angle of the steering wheel according to the reduction value of the rotation speed of the steering wheel or the increase value of the rotation speed of the steering wheel.
6. A parking control system characterized by comprising:
the storage module is used for storing the starting point position and the end point position of the vehicle;
the calculation module is used for calculating a parking track under a preset vehicle speed according to a constraint condition and the starting point position and the end point position;
the tracking module is used for adjusting the rotating speed of a steering wheel according to the vehicle speed in the parking process and then calculating a target steering wheel rotating angle which enables the vehicle running track and the parking track to be basically coincident;
and the sending module is used for sending the target steering wheel angle obtained by the tracking module to a steering wheel executing steering mechanism of the vehicle.
7. The system of claim 6, wherein the tracking module comprises:
the comparison submodule is used for comparing the current speed of the vehicle in the parking process with the preset speed;
the rotating speed adjusting submodule is used for outputting a reduced value of the rotating speed of the steering wheel when the current speed is less than the preset vehicle speed and outputting an increased value of the rotating speed of the steering wheel when the current speed is greater than the preset vehicle speed;
and the rotation angle adjusting submodule is used for calculating the rotation angle of the steering wheel according to the reduction value of the rotation speed of the steering wheel or the increase value of the rotation speed of the steering wheel.
8. A parking control method characterized by comprising:
acquiring a starting position and an end position of a vehicle;
calculating a parking track under a preset vehicle speed according to the constraint condition and the starting point position and the end point position, wherein,
the constraint conditions comprise the maximum allowable vehicle speed of the vehicle when parking, the maximum steering speed of the front wheels of the vehicle and the maximum rotation angle of the front wheels of the vehicle,
the curvature of the parking track is continuously changed and comprises an arc and curves connected with two ends of the arc, and the radius of the arc is the turning radius of the vehicle when the front wheel reaches the maximum turning angle.
9. The method of claim 8,
the parking track is S-shaped or reverse S-shaped and is formed by sequentially connecting a first curve, a first arc, a second curve, a third curve, a second arc and a fourth curve end to end; or,
the parking track is C-shaped or reverse C-shaped and is formed by sequentially connecting a first curve, an arc and a second curve end to end.
10. The method according to claim 8 or 9, wherein the calculating of the parking trajectory at the preset vehicle speed further comprises: and adjusting the rotating speed of the steering wheel according to the vehicle speed, and then calculating a target steering wheel rotating angle which enables the vehicle running track and the parking track to be basically coincident.
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| CN103158703A (en) * | 2013-03-26 | 2013-06-19 | 北京经纬恒润科技有限公司 | Control method for parallel parking |
| CN103661371A (en) * | 2012-09-06 | 2014-03-26 | 株式会社万都 | Smart parking assist system of vehicle and control method thereof |
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