CN117037516A

CN117037516A - Automatic bus-substituting parking control method and device, electronic equipment and storage medium

Info

Publication number: CN117037516A
Application number: CN202310986860.6A
Authority: CN
Inventors: 吕雪驹
Original assignee: Suzhou Changxing Zhijia Automobile Technology Co ltd
Current assignee: Suzhou Changxing Zhijia Automobile Technology Co ltd
Priority date: 2023-08-07
Filing date: 2023-08-07
Publication date: 2023-11-10

Abstract

The application discloses a method and a device for controlling automatic passenger-substituting parking, and belongs to the technical field of automatic driving. The method is applied to a central server, the central server is deployed at a parking lot end, and a target vehicle is in wireless communication with the central server through a communication module arranged on the target vehicle, and the method comprises the following steps: the central server is deployed at the site, the central server acquires parking space information acquired by a parking space information acquisition device deployed in a parking space and target object information detected by a surrounding environment target object detection module arranged on a target vehicle, and then, parking path planning is carried out according to the parking space information and the target object information to obtain a residual curve distance between the target vehicle and a target parking point, and parking control is carried out on the target vehicle according to the residual curve distance, so that the control precision of automatic parking for a person can be effectively improved.

Description

Automatic bus-substituting parking control method and device, electronic equipment and storage medium

Technical Field

The present application relates to the field of autopilot technology, and in particular, to an automatic passenger parking control method, apparatus, electronic device, and computer readable storage medium.

Background

Under the condition of no driving, the automatic bus-substituting parking system automatically parks the vehicle at the appointed position of the parking lot, and the automatic bus-substituting parking system is an application scene of automatic parking. For autonomous passenger parking (AVP, automatedValetParking) systems, the longitudinal parking accuracy in the parking maneuver is a pain point within the industry. In the prior art, a parking controller calculates a remaining curve distance between a vehicle position and a final parking point in real time in the longitudinal direction according to environmental information sensed by a current sensor, and then the vehicle converts the remaining curve distance into an engine torque and a brake torque which can be executed by a vehicle actuator.

In the prior art, algorithms for converting the residual curve distance into an executable torque are typically implemented using a single interpolation method. However, because the actual parking scenes of the passengers are very many, a large number of processes of emergency parking, quick starting, obstacle avoidance and the like can be met, the single interpolation method is difficult to cover the complex parking scenes of the passengers, so that the parking control is not accurate enough, and the comfort level is not high.

It can be seen that there remains a need for improved methods of automatic valet parking control in the art.

Disclosure of Invention

The embodiment of the application provides an automatic visitor parking control method and device, electronic equipment and storage medium, which can improve the parking control precision.

In a first aspect, an embodiment of the present application provides an automatic boarding and parking control method, where the method includes:

acquiring parking lot information acquired by a parking space information acquisition device deployed in a parking lot and target object information detected by a surrounding environment target object detection module arranged on the target vehicle;

planning a parking path according to the parking lot information and the target object information to obtain a residual curve distance between the target vehicle and a target parking point;

and according to the residual curve distance, parking control is carried out on the target vehicle.

In a second aspect, an embodiment of the present application provides an automatic boarding and parking control device, including:

the environment information acquisition module is used for acquiring parking lot information acquired by a parking space information acquisition device deployed in a parking lot and the target object information detected by a surrounding environment target object detection module arranged on the target vehicle;

the residual curve distance acquisition module is used for planning a parking path according to the parking lot information and the target object information to obtain the residual curve distance between the target vehicle and a target parking point;

and the parking control module is used for performing parking control on the target vehicle according to the residual curve distance.

In a third aspect, an embodiment of the present application provides an automatic proxy parking control method, including:

acquiring the residual curve distance between the target vehicle and the target parking point in real time;

determining target acceleration of the target vehicle at each parking driving time point by fitting vehicle driving parameters in the parking process from the residual curve distance through staged interpolation;

and controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration.

In a fourth aspect, an embodiment of the present application provides an automatic boarding and parking control device, including:

the residual curve distance acquisition module is used for acquiring the residual curve distance between the target vehicle and the target parking point in real time;

the target acceleration determining module is used for determining the target acceleration of the target vehicle at each parking driving time point by adopting staged interpolation fitting of vehicle driving parameters in the parking process from the residual curve distance;

and the parking control module is used for controlling the engine torque and the braking torque output by the target vehicle according to the target acceleration.

In a fifth aspect, the embodiment of the application further discloses an electronic device, which comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the automatic bus-substituting parking control method is realized when the processor executes the computer program.

In a sixth aspect, embodiments of the present application provide a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the automatic proxy parking control method disclosed in the embodiments of the present application.

According to the automatic bus-substituting parking control method disclosed by the embodiment of the application, the central server is deployed at the site, the target vehicle is in wireless communication with the central server through the communication module arranged on the central server, the central server acquires the parking lot information acquired by the parking lot information acquisition device arranged on the parking lot and the target object information detected by the surrounding environment target object detection module arranged on the target vehicle, and then the parking path planning is carried out according to the parking lot information and the target object information, so that the residual curve distance between the target vehicle and a target parking point is obtained, and the parking control is carried out on the target vehicle according to the residual curve distance, so that the control precision of automatic bus-substituting parking can be effectively improved.

The foregoing description is only an overview of the present application, and is intended to be implemented in accordance with the teachings of the present application in order that the same may be more clearly understood and to make the same and other objects, features and advantages of the present application more readily apparent.

Drawings

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

FIG. 1 is a flow chart of an automatic valet parking control method disclosed in an embodiment of the application;

FIG. 2 is a schematic diagram of an implementation system of an automatic valet parking control method according to an embodiment of the present application;

fig. 3 is a schematic block diagram of a target vehicle in the automatic parking control method according to the embodiment of the present application;

FIG. 4 is a schematic diagram of a software architecture of a central server according to an embodiment of the present application;

FIG. 5 is another flow chart of an automatic valet parking control method disclosed in an embodiment of the present application;

FIG. 6 is a flowchart illustrating a step of determining a target acceleration in an automatic proxy parking control method according to an embodiment of the present application;

FIG. 7 is a schematic diagram of an automatic parking control device according to an embodiment of the present application;

FIG. 8 is a schematic diagram of a second embodiment of an automatic parking control device according to the present application;

FIG. 9 is a third schematic diagram of an automatic parking control device according to an embodiment of the present application;

fig. 10 schematically shows a block diagram of an electronic device for performing the method according to the application; and

fig. 11 schematically shows a memory unit for holding or carrying program code for implementing the method according to the application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

Example 1

The automatic bus-substituting parking control method disclosed by the embodiment of the application can be applied to a central server, wherein the central server is deployed at a parking lot end, and a target vehicle is in wireless communication with the central server through a communication module arranged on the target vehicle.

As shown in fig. 1, the method includes: steps 110 to 130.

Step 110, obtaining parking lot information collected by a parking lot information collection device disposed in a parking lot and target object information detected by a surrounding environment target object detection module set by the target vehicle.

And 120, planning a parking path according to the parking lot information and the target object information to obtain a residual curve distance between the target vehicle and a target parking point.

And 130, performing automatic parking control on the target vehicle according to the residual curve distance.

In order to make the scheme clearer, a specific implementation of the automatic valet parking control method disclosed by the embodiment of the application is illustrated below in conjunction with an application scenario shown in fig. 2.

As shown in fig. 2, when implementing the automatic bus parking control method disclosed in the embodiment of the present application, the following environments need to be prepared: a parking space information collection device 210 (such as a camera in fig. 2) is deployed at a parking lot, a central server 220 is deployed at the parking lot, and a target vehicle 230.

The parking space information collection device 210 is configured to collect information associated with a parking space, such as an image in a parking lot, and upload the information to the central server 220.

As shown in fig. 3, the target vehicle 230 itself is provided with a communication module 2301 (e.g., an in-vehicle communication terminal TBox, telematicsBox), a surrounding environment target object detection module 2302, a controller module 2303, an engine system VCU (Vehicle control uni t ) 2304, a steering angle sensor SAS (Steering angle sensor) 2305, and a brake system 2306. The brake system 2306 may include a primary brake system and a backup brake system, among others. Among other things, communication module 2301 includes, but is not limited to: a vehicle-mounted communication terminal TBox and a Backup vehicle-mounted communication terminal Backup-TBox; the controller modules include, but are not limited to: parking controllers, body controllers, infotainment systems for intelligent cabins, etc.; the ambient object detection module 2302 includes, but is not limited to: the device comprises a looking-around image acquisition device (such as a looking-around camera) arranged on a vehicle body and an ultrasonic sensor.

The surrounding environment object detection module 2302 is configured to collect object information of a surrounding environment of the target vehicle itself. The communication module is configured to upload the target information to the central server 220.

The central server 220 is configured to obtain parking lot information collected by a parking lot information collection device, and target object information detected by a surrounding environment target object detection module 2302 configured by the target vehicle, and perform parking path planning according to the parking lot information and the target object information, so as to obtain a remaining curve distance between the target vehicle and a target parking point, and then execute the automatic parking control method disclosed in the second embodiment of the present application, and perform parking control on the target vehicle according to the remaining curve distance. For example, according to the obtained residual curve distance, a vehicle running parameter in the parking process from the residual curve distance is fitted by adopting a staged interpolation, the target acceleration of the target vehicle at each parking running time point is determined, and the engine torque and the braking torque output by the target vehicle are controlled according to the target acceleration.

Optionally, the controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration includes the central server 220 sending the target acceleration to the target vehicle 230 by using a wireless communication manner.

The target vehicle 230 receives the target acceleration transmitted from the central server 220 through the communication module, and transmits the target acceleration to a parking controller, which controls the engine torque and the brake torque output from the target vehicle according to the target acceleration.

The specific method for controlling the engine torque and the brake torque output by the target vehicle by the parking controller according to the target acceleration is referred to the prior art, and is not repeated in the embodiment of the present application.

Specific embodiments of central server 220 are illustrated below.

First, the central server 220 may receive parking lot information collected by a parking space information collection device disposed in a parking lot and object information detected by a surrounding environment object detection module 2302 provided by a current automatic parking object vehicle itself through a wired or wireless communication manner. Wherein the parking lot information includes, but is not limited to, one or both of the following: parking lot images, parking space position information, and the like; the object information includes, but is not limited to: the first object information describing the surrounding environment of the vehicle body, which is acquired by the looking-around image acquisition device arranged on the target vehicle, and the second object information describing the surrounding environment of the vehicle body, which is acquired by the ultrasonic sensor arranged on the target vehicle. Wherein the first object information includes, but is not limited to: the location of persons, vehicles, facilities, etc., images, etc.; the second object information includes, but is not limited to: the location of persons, vehicles, facilities, etc., images, etc.

And then, the central server 220 performs parking path planning according to the parking lot information and the target object information to obtain a remaining curve distance between the target vehicle and a target parking point.

The central server 220 first determines a target parking point according to the parking lot information and the target object information. For example, when the parking lot information is a parking lot image, the central server 220 first identifies the position of a parkable parking space from the parking lot image. Optionally, the parking space information acquisition device may further directly upload the position of the parking space that can be parked. The central server 220 takes the identified or received locations of the parkable parking spaces as candidate parking points.

Then, the central server 220 performs parking path planning according to the location of the target vehicle, the first target object information and the second target object information describing the surrounding environment of the target vehicle, and the candidate parking points, and determines a target parking point. And determining a remaining curve distance between the target vehicle and the target parking point.

For example, the central server 220 performs road planning according to the environmental information sensed by the cameras disposed in the parking lot, the environmental information sensed by the sensors disposed at the vehicle end and the vehicle state, and calculates the vehicle position (rear axle center) and the final parking point in real time Residual curve distance S between _R 。

The central server 220 may perform parking path planning by using a parking path planning algorithm of a vehicle end in the prior art, so as to obtain a remaining curve distance between the target vehicle and the target parking point. In the embodiment of the application, the specific implementation mode of planning the parking path according to the parking lot information and the target object information to obtain the residual curve distance between the target vehicle and the target parking point is not limited.

Next, the central server 220 performs parking control on the target vehicle according to the remaining curve distance. As described above, the central server 220 further controls the engine torque and the brake torque output from the target vehicle according to the target acceleration by calculating the target acceleration of the target vehicle according to the remaining curve distance and transmitting the target acceleration to the target vehicle.

Optionally, the parking control of the target vehicle according to the remaining curve distance includes: determining target acceleration of the target vehicle at each parking driving time point by fitting vehicle driving parameters in the parking process from the residual curve distance through staged interpolation; and controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration.

And determining the target acceleration of the target vehicle at each parking driving time point by fitting the vehicle driving parameters in the parking process from the residual curve distance through staged interpolation, which is described in the following embodiment two and is not repeated here.

Controlling an engine torque and a brake torque output by the target vehicle according to the target acceleration, including: and transmitting the target acceleration to the target vehicle, so that a built-in parking controller of the target vehicle controls the engine torque and the braking torque output by the target vehicle according to the target acceleration.

The specific embodiment of the parking controller controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration is referred to the prior art, and will not be described herein.

Alternatively, the software architecture of the central server for data processing may be an architecture as shown in fig. 4, including: the system comprises a wireless communication layer, an ultrasonic target layer, a video data layer, an environment construction layer, a situation analysis layer, a transverse and longitudinal vehicle motion control layer, a functional application software layer, a degradation diagnosis layer and a monitoring layer. And each common functional module of the central server adopts a structural design and is respectively realized in each layer. For example, the wireless communication layer is used for deploying a communication module, the ultrasonic target layer is used for processing ultrasonic data collected by a surrounding environment target object detection module (such as an ultrasonic sensor) deployed by the target vehicle, and the video data layer is used for processing field-end video data collected by a camera deployed at the parking lot end and video data of the surrounding environment of the target vehicle collected by a surrounding environment target object detection module (such as a look-around camera) deployed by the target vehicle. Optionally, the video data of the surrounding environment of the target vehicle may be a video image, or may be a target object detection result based on the video image.

According to the automatic bus-substituting parking control method disclosed by the embodiment of the application, the central server is deployed at the site, the target vehicle is in wireless communication with the central server through the communication module arranged by the central server, the central server acquires the parking lot information acquired by the parking lot information acquisition device arranged in the parking lot and the target object information detected by the surrounding environment target object detection module 2302 arranged by the target vehicle, and then the parking path planning is carried out according to the parking lot information and the target object information to obtain the residual curve distance between the target vehicle and the target parking point, and the parking control is carried out on the target vehicle according to the residual curve distance, so that the control precision of automatic bus-substituting parking can be effectively improved.

In order to more clearly clarify the difference between the automatic valet parking control method disclosed in the embodiment of the present application and the prior art and the beneficial effects caused by the difference, the automatic valet parking control method disclosed in the embodiment of the present application is compared and analyzed with the automatic valet parking control method in the prior art.

In the prior art, a field-end automatic passenger-substituting parking control scheme is required to be provided with a sensor (such as a laser radar, a camera and the like), a central computing unit, a communication module and other things of the internet, a vehicle-end communication terminal (such as a vehicle-mounted communication terminal TBox and a redundant vehicle-mounted communication terminal Backup-TBox), a vehicle body controller, an information entertainment system of an intelligent cabin, an engine system, a steering angle sensor, a braking system and the like in advance. When the central computing unit receives an automatic bus-substituting parking request, the information in the parking lot acquired by the field end sensor is fused with the data of the vehicle-mounted communication terminal TBox (such as the current position of the vehicle), the environment information (other vehicles, pedestrians, parking spaces, other obstacles and the like) of the parking lot and the current position of the vehicle are obtained, then the central computing unit draws a map in the parking lot according to the information acquired by the field end sensor, allocates the parking spaces, plans a parking route and sends the parking route to the vehicle end (such as the vehicle-mounted communication terminal TBox) through the communication module, and accordingly the vehicle is guided to run according to a specified path and the vehicle speed. In the automatic parking control scheme of the field terminal in the prior art, a large number of laser radars and cameras are required to be deployed in a parking lot, and the cost of the laser radars is high. The scheme does not require a vehicle-end deployment sensor, and if the communication between the vehicle-end communication module and the field-end communication module fails, the vehicle is difficult to autonomously move.

In the automatic parking control scheme of the vehicle terminal in the prior art, the parking environment is sensed and positioned only through a vehicle-mounted sensor (such as a front-view camera, a surrounding camera, an ultrasonic radar and an angular radar) and a parking controller, and a parking environment high-precision map drawn in advance, so that the parking operation of the vehicle terminal is completed, and a vehicle-mounted communication terminal TBox, a redundant vehicle-mounted communication terminal back up-TBox, a vehicle body controller, an information entertainment system of an intelligent cabin, an engine system, a steering angle sensor, a braking system, a Backup braking system and the like are arranged at the vehicle terminal. The parking controller receives the collected data of the vehicle-mounted sensor, and then performs image processing and data analysis. The first stage is to find the parking space, and then the parking controller plans the center of the rear axle of the vehicle to the target parkingDistance S near bit _m (fuzzy distance) and sends the distance to the braking system, and the braking system coordinates the distribution of the acceleration and deceleration. The second stage of parking and warehousing, after the parking space is found, the parking controller plans the residual curve distance S from the center of the rear axle of the vehicle to the final parking point _R And sending the distance to a braking system, and coordinating the distribution of the acceleration and deceleration by the braking system to finish the parking of the passengers. Compared with the field end scheme, the vehicle end scheme needs to additionally add sensors (a front-view camera, a round-view camera, an ultrasonic radar and a corner radar), and parking spaces and paths cannot be planned from a global angle, so that parking efficiency is low.

According to the automatic parking control method for the passengers, disclosed by the embodiment of the application, the parking space information, the vehicle information and the barrier information in the parking space are collected by utilizing the original deployed parking space information collection device (such as a camera) of the parking space, the target object information in the surrounding environment of the target vehicle, which is collected by the surrounding environment target object detection module (such as an ultrasonic sensor and an looking-around camera) of the target vehicle, is fused, so that path planning is performed, the cost of deploying the laser radar in the parking space can be reduced, the defect that the parking position information cannot be comprehensively obtained by a vehicle end can be overcome, and the parking control precision of the passengers can be effectively improved.

On the other hand, by means of fusion of the field end sensor and the vehicle end sensor, after the sensor at any one end fails, the sensor at the other end can play a role in redundancy, and reliability and redundancy of parking control of passengers are improved.

Example two

In the scheme of parking by a customer, parking precision is always a pain point in the field of intelligent parking. Taking a car-end passenger-substituting parking scheme as an example, the parking controller calculates the residual curve distance S between the car-end position (namely the center of a rear axle) and a target parking point in real time according to the environmental information and the car-end state perceived by the sensor _R Then, the parking controller sets the remaining distance S _R Converting to engine torque and braking torque. In this process, there are various factors affecting parking accuracy, including the following steps _R An algorithm that converts to executable torque.

The automatic bus-substituting parking control method disclosed in the embodiment is implemented by combining S _R And the algorithm is converted into executable torque, so that the parking precision of the passengers is improved. The automatic bus-substituting parking control method disclosed in the embodiment can be applied to a central server in an implementation system as shown in fig. 2. In other embodiments, the automatic bus-in parking control method disclosed in this embodiment may also be applied to a parking controller or other parking control modules at the vehicle end. This embodiment is not exemplified.

As shown in fig. 5, the embodiment of the application further discloses an automatic bus-substituting parking control method, which comprises the following steps: steps 510 to 530.

Step 510, obtaining a residual curve distance between a target vehicle and a target parking point in real time;

step 520, determining a target acceleration of the target vehicle at each parking driving time point by fitting a vehicle driving parameter in a parking process from the residual curve distance through staged interpolation;

And step 530, controlling the engine torque and the braking torque output by the target vehicle according to the target acceleration.

Taking the automatic bus-substituting parking control method disclosed in the embodiment as an example, which is applied to a central server in an implementation system as shown in fig. 2, the acquiring, in real time, a remaining curve distance between a target vehicle and a target parking point includes: the central server acquires parking lot information acquired by a parking lot information acquisition device arranged in a parking lot and target object information detected by a surrounding environment target object detection module arranged on the target vehicle; and the central server performs parking path planning according to the parking lot information and the target object information to obtain the residual curve distance between the target vehicle and the target parking point.

The description of the first embodiment refers to a specific implementation manner of obtaining the parking lot information collected by the parking lot information collection device disposed in the parking lot and the target object information detected by the target object detection module of the surrounding environment set by the target vehicle, which is not repeated in this embodiment.

The specific implementation manner of the central server for planning the parking path according to the parking lot information and the target object information to obtain the remaining curve distance between the target vehicle and the target parking point is described in the first embodiment, which is not repeated in this embodiment.

Optionally, as shown in fig. 6, the determining the target acceleration of the target vehicle at each parking running time point by fitting the vehicle running parameters in the parking process from the remaining curve distance through staged interpolation includes: sub-step 5201, sub-step 5202 and/or sub-step 5203 and/or sub-step 5204.

Sub-step 5201, determining a parking stage in which the target vehicle is currently located according to the remaining curve distance and/or the real-time speed of the target vehicle.

The parking phase includes: the parking system comprises a first parking stage, a second parking stage and a third parking stage, wherein the distances between the first parking stage, the second parking stage and the third parking stage and a target parking point are sequentially reduced.

In the embodiment of the application, the parking driving process is divided into three parking stages according to different requirements of each time point in the parking process on the speed and the acceleration of the vehicle and the requirements on the distance between the target vehicle position and the target parking point. Different conversion algorithms are used in different parking stages, so that the parking precision is effectively improved. Wherein, the parking phase includes: the parking system comprises a first parking stage, a second parking stage and a third parking stage, wherein the distances between the first parking stage, the second parking stage and the third parking stage and a target parking point are sequentially reduced.

In the parking control, first, a parking stage in which the target vehicle is currently located is determined.

Optionally, the determining, according to the remaining curve distance and/or the real-time speed of the target vehicle, a parking stage in which the target vehicle is currently located includes: determining that the target vehicle is currently in a first parking phase in response to the target vehicle being stationary and the remaining curvilinear distance being greater than a first distance threshold; determining that the target vehicle is currently in a second parking stage in response to the real-time vehicle speed of the target vehicle being greater than a preset vehicle speed threshold and the remaining curve distance being greater than a preset second distance threshold; and determining that the target vehicle is currently in a third parking stage in response to the remaining curve distance of the target vehicle being less than or equal to the preset second distance threshold.

Wherein the first distance threshold is empirically set, for example, the first distance threshold may be 0 or greater than 30 centimeters.

And when the target vehicle is stationary and starts accelerating, and when the speed reaches a preset vehicle speed threshold value, if the distance between the target vehicle and the target parking point does not reach a distance range for entering the second parking stage, the target vehicle is considered to be in the second parking stage. Wherein the preset vehicle speed threshold may be 0.5 km/h; the preset second distance threshold may be, for example, 30 cm. The preset vehicle speed threshold and the preset second distance threshold can be set according to the vehicle type and the parking space of the parking lot.

As the time for the target vehicle to enter the second parking stage increases, the target vehicle gradually approaches the target parking point, and when the remaining curve distance between the target vehicle and the target parking point is smaller than or equal to the preset second distance threshold value, it may be determined that the target vehicle is currently in the third parking stage.

Next, according to the parking stage in which the target vehicle is currently located, a corresponding algorithm is adopted to determine the acceleration that the target vehicle is expected to reach at this stage, which is denoted as "target acceleration".

The following illustrates the target acceleration calculation method in different parking phases, respectively.

First parking stage

Sub-step 5202, in response to the target vehicle currently being in the first parking phase, determining that the target acceleration of the target vehicle at each parking travel time point in the current parking phase is a preset acceleration value.

In the starting stage of the vehicle, namely the first parking stage, the requirement of the vehicle on the speed is high, and the vehicle ringsShould be fast and therefore can accelerate at a fixed acceleration. For example, the preset acceleration value may be 0.5m/s ² 。

(II) second parking phase

Sub-step 5203, responsive to the target vehicle currently being in the second parking phase, determining a target acceleration of the target vehicle at each parking travel time point by using a method of N-th order polynomial interpolation fitting of a first vehicle travel parameter during parking from the remaining curve distance.

Wherein the first vehicle travel parameter includes: the remaining curve distance, speed, acceleration and acceleration rate of change.

The second parking phase is a normal running phase of the vehicle. In the second parking stage, the acceleration is dynamically adjusted according to the remaining curve distance between the target vehicle and the target parking point, the real-time speed, the acceleration and other running parameters of the target vehicle, so that the purpose of dynamically adjusting the speed and enabling the target vehicle to stably and rapidly approach the target parking point is achieved.

In the embodiment of the application, a method for interpolating and fitting a first vehicle running parameter in a parking process from the residual curve distance by using an N-degree polynomial is adopted to determine the target acceleration of the target vehicle at each parking running time point.

Optionally, the method for interpolating and fitting the first vehicle running parameter in the parking process from the remaining curve distance by using the polynomial of degree N, determining the target acceleration of the target vehicle at each parking running time point includes: solving a preset N times polynomial set based on the current starting boundary condition and the ending boundary condition of the second parking stage and interpolation of the parking running time in the parking process to obtain a set of coefficient values of the preset N times polynomial set corresponding to each interpolation respectively; substituting the coefficient values of each group into the preset N polynomial groups respectively to obtain acceleration change rate values of the coefficient values of each group at different parking running times; determining a group of coefficient values as target coefficient values according to the acceleration rate value and the magnitude of the corresponding weighted combination change value of the parking running time; adopting the target coefficient value to assign the coefficient of the preset N times of polynomial sets to obtain the current N times of polynomial sets; and acquiring target acceleration of the target vehicle at each parking driving time point based on the current N times of polynomial sets.

The preset N-degree polynomial sets comprise four polynomial expressions, which are respectively: a first expression of the relation between the residual curve distance and the parking running time adopts N times of polynomial expression of the parking running time; a second expression of the relationship between the speed and the parking travel time, the second expression being derivable from the first expression; a third expression of the relationship between the acceleration and the parking travel time, the third expression being derivable from the second expression; and a fourth expression of the relationship between the acceleration change rate and the parking travel time, the fourth expression being obtainable by deriving the third expression.

For example, the preset N-degree polynomial set may be a 5-degree polynomial set composed of 5-degree polynomials 1, 2, 3 and 4 of the following form.

s(t)＝ s ₀ +P ₁ t+P ₂ t ² +p ₃ t ³ +p ₄ t ⁴ +p ₅ t ⁵ The method comprises the steps of carrying out a first treatment on the surface of the (1)

v(t)＝ P ₁ +2P ₂ t+3p ₃ t ² +4p ₄ t ³ +5p ₅ t ⁴ The method comprises the steps of carrying out a first treatment on the surface of the (2)

a(t)＝ 2P ₂ +6p ₃ t+12p ₄ t ² +20p ₅ t ³ The method comprises the steps of carrying out a first treatment on the surface of the (3)

j(t)＝ 6p ₃ +24p ₄ t+60p ₅ t ² The method comprises the steps of carrying out a first treatment on the surface of the (4)

Wherein t represents the parking travel time for entering the second parking stage; s (t), v (t), a (t) and j (t) respectively represent the calculated remaining curve distance, speed, acceleration and acceleration change rate when the parking travel time is t; equation 1 represents an expression of the relation between the remaining curve distance and the parking travel time, and is represented by a 5 th order polynomial; equation 2 represents an expression of a relation between a speed and a parking travel time; a kind of electronic device with high-pressure air-conditioning system 3 represents an expression of a relationship between acceleration and parking travel time; equation 4 represents an expression of a relationship between the acceleration change rate and the parking travel time; p (P) ₁ 、P ₂ 、p ₃ 、p ₄ And p ₅ Is the coefficient that needs to be solved.

Substituting the current starting boundary condition and the current ending boundary condition of the second parking stage and interpolation of the parking running time in the parking process into the 5 th-order polynomial set, and solving the polynomial set. Can obtain the corresponding obtained coefficient P ₁ 、P ₂ 、p ₃ 、p ₄ And p ₅ Is a value of (a).

Wherein the current start boundary condition may be expressed as (S _R ,v ₀ ,a ₀ ,j ₀ ,0)，S _R Representing the current remaining curve distance, v ₀ Indicating an initial speed into a second parking node, a ₀ Representing the current acceleration, j ₀ The current acceleration change rate is indicated, and 0 is the parking travel time. Wherein S is _R ,v ₀ ,a ₀ ,j ₀ Can be measured by sensors of the target vehicle itself. The end boundary condition may be expressed as (0, t). The parking travel time t in the end boundary condition may be a constant value interpolated at fixed time intervals. For example, according to the preset control precision, the parking running time in the parking process is interpolated to obtain the interpolation of the parking running time. For example, an interpolation may be obtained every 2 seconds, and then the interpolation of the parking travel time may be obtained as follows: t=1, 3,5,7,9, … seconds.

Substituting the current starting boundary condition, the ending boundary condition and each interpolation t into the 5 th order polynomial to respectively obtain a group of coefficients P ₁ 、P ₂ 、p ₃ 、p ₄ And p ₅ In this way, the 5 th degree polynomials are respectively substituted into different interpolation values t to obtain a plurality of groups of coefficients P ₁ 、P ₂ 、p ₃ 、p ₄ And p ₅ Is a value of (a).

Next, a set of optimal coefficients P is selected ₁ 、P ₂ 、p ₃ 、p ₄ And p ₅ Is of the value of (2)As a target coefficient value, for calculating a target acceleration. For example, the L coefficient values are substituted into the preset 5 th order polynomial sets respectively to obtain L5 th order polynomial sets. Further, through the obtained L5-degree polynomial sets, the acceleration change rate value j (t) of different parking running time t is calculated respectively, and the corresponding relation between the variable t and the value j of the L-degree parking running time t and the acceleration change rate value j (t) is obtained, wherein each group of corresponding relation comprises a plurality of (t, j) corresponding relations. And then, according to each group of corresponding relations, respectively determining a combined change value of the acceleration change value corresponding to each parking running time t in the group of corresponding relations. And then, determining a group of coefficient values corresponding to the minimum change value in each group of corresponding relations as target coefficient values. And assigning the coefficients of the preset 5 th order polynomial set by adopting the target coefficient value to obtain the current 5 th order polynomial set.

In some embodiments of the application, for example, the formula λ may be used ₁ (t)＝α ₁ (j(t)) ² +β ₁ t ² Calculating a combined change value lambda of acceleration change values corresponding to the parking travel time t ₁ . Wherein the weight coefficient alpha ₁ And beta ₁ Calibration may be performed based on the test data. In other embodiments of the present application, other formulas for t and j may be used to calculate the combined change value lambda of the acceleration change value corresponding to the parking travel time t ₁ The embodiments of the present application are not listed one by one.

Next, each parking travel time t may be substituted into the current 5 th order polynomial group, thereby calculating a target acceleration at each parking travel time t.

In order to further improve the parking control accuracy, in the second parking stage, after the target vehicle is controlled to output corresponding torque through the calculated target acceleration, the method also needs to judge whether to need to adjust the coefficient value of the polynomial of the N times according to the current parking running data of the target vehicle, so as to adjust the functional relation between the target acceleration and the parking running time.

Optionally, after controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration, the method further includes: responding to the fact that the target vehicle is currently in a second parking stage, acquiring the actual residual curve distance, the actual speed, the actual acceleration and the actual acceleration change rate of the target vehicle in the parking process in real time, and calculating the target acceleration and the target acceleration change rate of the target vehicle in each appointed parking running time after entering the second parking stage based on the current N times of polynomial sets; matching one or more driving data of the actual residual curve distance, the actual speed, the actual acceleration change rate, the target acceleration and the target acceleration change rate with a preset first coefficient updating condition to obtain a matching result; and selecting and executing the operation of updating the coefficients of the preset N times of polynomial groups according to the matching result.

Optionally, the actual speed, the actual acceleration and the actual acceleration change rate of the target vehicle in the parking process can be obtained in real time through a sensor arranged on the target vehicle, and the actual residual curve distance, the target acceleration and the target acceleration change rate are calculated in real time through a central server. And then, matching the running data of the target vehicle with a preset first coefficient updating condition to obtain a matching result.

Optionally, the preset first coefficient updating condition includes any one of the following.

First, the target acceleration a is within the parking travel time interval [0, t]The maximum value in the range is greater than or equal to a preset first acceleration threshold value a _max Alternatively, the target acceleration a is within the parking travel time interval [0, t]The minimum value in the acceleration sensor is smaller than or equal to a preset second acceleration threshold value a _min Wherein the first acceleration threshold value a _max And presetting a second acceleration threshold value a _min The value of (2) can be calibrated according to the actual debugging result.

Second, the actual acceleration exceeds the maximum and minimum ranges of the target acceleration calculated from the current N polynomial sets within the parking travel time interval [0, t ].

Third, the target acceleration rate j is within the parking travel time interval [0, t ]The maximum value in the acceleration sensor is greater than or equal to a preset first acceleration change rate threshold value j _max Alternatively, the target acceleration change rate j is within the parking travel time interval [0, t]The minimum value in the acceleration sensor is smaller than or equal to a preset second acceleration change rate threshold value j _min Wherein the first acceleration change rate threshold j _max And presetting a second acceleration change rate threshold value j _min The value of (2) can be calibrated according to the actual debugging result.

Fourth, the actual acceleration change rate exceeds the maximum value and the minimum value range of the target acceleration change rate in the parking running time interval [0, t ] calculated according to the current N times of polynomial sets.

Fifth, the actual speed is greater than a specified speed threshold, wherein the specified speed threshold is dynamically determined based on the real-time residual curve distance. Alternatively, the remaining curve distance may be divided into a plurality of distance value intervals in advance, and different speed thresholds may be set corresponding to different distance value intervals. For example, the remaining curve distance may be divided into three distance value intervals, namely, a first distance interval, a second distance interval and a third distance interval, when S _R At the first distance interval, a speed threshold V is set _max ＝V ₁ m/S, when S _R At the second distance interval, a speed threshold V is set _max ＝V ₂ m/S, when S _R At the third distance interval, a speed threshold V is set _max ＝V ₃ m/s, where V ₁ 、V ₂ And V ₃ According to the actual debugging result, and V _max Must not be less than a specified minimum speed threshold (e.g., 0.5 km/h).

Optionally, according to the matching result, selecting to execute an operation of updating the coefficient of the preset N-degree polynomial set, including: updating a current initial boundary condition in response to the matching result indicating that the running data is matched with the preset first coefficient updating condition, and recalculating coefficients of the preset N-degree polynomial set; and discarding calculating coefficients of the preset N times of polynomial sets in response to the matching result indicating that the running data is not matched with the preset first coefficient updating condition.

For example, by comparing one or more running data acquired in real time with the above-mentioned preset first coefficient updating conditions, as long as the running data matches one of the preset first coefficient updating conditions, it is considered that the coefficients of the preset N-th order polynomial group need to be recalculated; if the obtained running data are not matched with the five preset first coefficient updating conditions, the coefficients of the preset N times of polynomial groups are considered not to be needed to be recalculated.

When the coefficient of the preset polynomial group of N times needs to be recalculated, the current initial boundary condition is redetermined according to the current residual curve distance, the current actual speed, the current actual acceleration and the current actual acceleration change rate (S) _R ,v ₀ ,a ₀ ,j ₀ 0), the end boundary condition may be expressed as (0, t), coefficients of the N-degree polynomial set are redetermined using the aforementioned N-degree polynomial interpolation method, and the target acceleration is calculated according to the N-degree polynomial set of the redetermined coefficients for use in the control of the parking process of the target vehicle in the subsequent second parking stage.

(III) third parking phase

Sub-step 5204, responsive to the target vehicle currently being in a third parking phase, determining a target acceleration of the target vehicle at each parking travel time point by using a method of M-th order polynomial interpolation fitting a second vehicle travel parameter during parking from the remaining curve distance.

Wherein the second vehicle travel parameter includes: remaining curve distance, speed and acceleration; wherein N is greater than M, N and M are integers greater than 3.

The second parking phase is a parking phase. In the third parking stage, the acceleration is dynamically adjusted according to the parking running time of the target vehicle in the third parking stage today, the real-time acceleration of the target vehicle and other running parameters, so that the purpose of dynamically adjusting the speed and enabling the target vehicle to be parked to the target parking point stably and quickly is achieved.

In the embodiment of the application, a method for interpolating and fitting a second vehicle running parameter in the parking process from the residual curve distance by using an M-degree polynomial is adopted to determine the target acceleration of the target vehicle at each parking running time point.

Optionally, the method for determining the target acceleration of the target vehicle at each parking running time point by adopting M-degree polynomial interpolation to fit the second vehicle running parameter in the parking process from the remaining curve distance comprises the following steps: solving a preset M polynomial group based on an initial boundary condition and an end boundary condition of a third parking stage and interpolation of parking running time in a parking process to obtain coefficient values of the preset M polynomial group corresponding to each interpolation respectively; substituting the coefficient values corresponding to the interpolation values into the preset M times of polynomial groups, and calculating acceleration values corresponding to each coefficient value at different parking running times; determining one coefficient value as a target coefficient value according to the magnitude of the weighted combination change value of the acceleration value and the corresponding parking running time; assigning the coefficients of the preset M times of polynomial sets according to the target coefficient values to obtain the current M times of polynomial sets; and acquiring target acceleration of the target vehicle at each parking driving time point based on the current M times of polynomial sets.

Wherein, the preset M-degree polynomial set includes three polynomial expressions, which are respectively: a fifth expression of the relation between the residual curve distance and the parking running time adopts M-degree polynomial expression of the parking running time; a sixth expression of the relationship between the speed and the parking travel time, the sixth expression being derivable from the fifth expression; a seventh expression of the relationship between the acceleration and the parking travel time, the seventh expression being derivable from the sixth expression.

For example, the preset M-th order polynomial set may be a 3-th order polynomial set composed of 3-th order polynomials 5, 6 and 7 of the following form.

s(t)＝ k ₁ t ³ The method comprises the steps of carrying out a first treatment on the surface of the (5)

v(t)＝ 3k ₁ t ² The method comprises the steps of carrying out a first treatment on the surface of the (6)

a(t)＝ 6k ₁ t ； (7. The method is applicable to the field of medical treatment

Wherein t represents the parking travel time for entering a third parking stage; s (t), v (t) and a (t) respectively represent the calculated remaining curve distance, speed and acceleration when the parking travel time is t; equation 5 represents an expression of the relation between the remaining curve distance and the parking travel time, and is represented by a polynomial of degree 3; equation 6 represents an expression of a relation between a speed and a parking travel time; equation 7 represents an expression of a relationship between acceleration and parking travel time; k (k) ₁ Is the coefficient that needs to be solved.

Substituting the current starting boundary condition and the current ending boundary condition of the third parking stage and the interpolation of the parking running time in the parking process into the polynomial set of 3 times, and solving the polynomial set. Can obtain the corresponding obtained coefficient k ₁ Is a value of (a).

For example, according to the starting boundary condition (s=s ₀ ,V＝v ₀ ) The 3 rd order polynomial set of equations 5 and 6 is obtained by concatenating the end-time boundary conditions (s=0, v=0) to obtain a set k ₁ Coefficient value, wherein S ₀ Indicating the distance of the remaining curve (which value can be calibrated according to the debugging result) entering the third parking phase, v ₀ Indicating the actual speed into the third parking node, and 0 indicates the remaining curve distance and the actual speed to end the third parking phase. Is the parking travel time. Then, the start boundary condition (s=s ₀ ,a＝a ₀ ) The 3 rd order polynomial set of equations 5 and 7 is obtained by concatenating the end-time boundary conditions (s=0, a=0) to obtain a set k ₁ Coefficient value, wherein a ₀ Representing the actual acceleration into the third park node. After that, the start boundary condition (s=s ₀ T=0), and the end-time boundary condition (s=0, t) are substituted into equation 5, and the coefficient k satisfying equation 5 is solved ₁ Is a value of (a). The parking travel time t in the end boundary condition may be a constant value interpolated at fixed time intervals. For example, according to the preset control precision, the parking running time in the parking process is interpolated to obtain the interpolation of the parking running time. For example, an interpolation may be obtained at intervals of 0.2 seconds, and then the interpolation of the parking travel time may be obtained as follows: t= 0.5,0.7,0.9 … seconds. The above-mentioned materials are mixed Each interpolation t is substituted into the above equation 5 to obtain a coefficient k ₁ In this way, the above equation 5 is substituted into different interpolation values t to obtain the coefficient k ₁ Is a plurality of values of (a).

Next, the coefficient k is selected ₁ Is used as a target coefficient value for calculating target acceleration.

For example, the above coefficient k ₁ And substituting each value of the 3 th degree polynomial set to obtain a plurality of 3 rd degree polynomial sets. Further, through the obtained 3-degree polynomial sets, the acceleration change values a (t) of different parking running times t are respectively calculated, so that a plurality of sets of corresponding relations between the parking running times t and the acceleration values a (t), namely corresponding relations between the variable t and the value a, are obtained, wherein each set of corresponding relations comprises a plurality of (t, a) corresponding relations. And then, according to each group of corresponding relations, respectively determining the combined change value of the acceleration value corresponding to each parking driving time t in the group of corresponding relations. And then, determining the coefficient value corresponding to the minimum combination change value in each group of corresponding relations as a target coefficient value. And assigning coefficients of the 3 rd order polynomial set by adopting the target coefficient value to obtain the current 3 rd order polynomial set.

In some embodiments of the application, for example, the formula λ may be used ₂ (t)＝α ₂ (a(t)) ² +βt ² Calculating a combined change value lambda of acceleration change values corresponding to the parking travel time t ₂ . Wherein the weight coefficient alpha ₂ And beta ₂ Calibration may be performed based on the test data. In other embodiments of the present application, other formulas related to t and a may be used to calculate the combined change value lambda of the acceleration value corresponding to the parking travel time t ₂ The embodiments of the present application are not listed one by one.

Next, each parking travel time t may be substituted into equation 7 in the current 3 th order polynomial group, thereby calculating a target acceleration at each parking travel time t.

In order to further improve the parking control precision and comfort, in the third parking stage, after the target vehicle is controlled to output the corresponding torque through the calculated target acceleration, the method also needs to judge whether the method for determining the target acceleration needs to be adjusted according to the current parking running data of the target vehicle so as to adjust the functional relation between the target acceleration and the parking running time.

Optionally, after controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration, the method further includes: responding to the fact that the target vehicle is currently in a third parking stage, acquiring the consumption time of the target vehicle entering the third parking stage in the automatic parking process in real time, and acquiring the target acceleration of the target vehicle in the current parking running time, which is calculated based on the current M times of polynomial sets; and in response to the consumption time length being greater than a preset time length threshold, updating the target acceleration by adopting a method matched with the target acceleration.

Alternatively, the parking travel time period consumed after the third parking period may be recorded as the "consumed time period" beginning when the third parking period is entered. When the consumption time of the target vehicle entering the third parking stage in the automatic parking process is longer than a preset time threshold, further acquiring the target acceleration corresponding to the current moment calculated by the 3-time polynomial set formula 7, and updating the target acceleration in a corresponding mode according to the calculated target acceleration.

Optionally, updating the target acceleration by adopting a method matched with the magnitude of the target acceleration includes: performing a decrementing operation on the target acceleration by a fixed difference value in response to the target acceleration being less than 0; and setting the target acceleration to be equal to 0 in response to the target acceleration being greater than 0, and then performing a decrementing operation on the target acceleration by a fixed difference value. Wherein the fixed difference may be determined from test data.

When receiving the current calculated residual curve distance S _R And after the distance is smaller than or equal to a preset distance threshold (such as 15 cm) and the target vehicle is stationary, ending the third parking stage. Wherein the preset distance threshold is calibratable.

Optionally, controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration includes: the central server sends the target acceleration to the target vehicle, so that a parking controller of the target vehicle can obtain executable torque according to the target acceleration, and the target vehicle is controlled to output the executable torque. Wherein the executable torque comprises: engine torque and brake torque.

According to the automatic bus-substituting parking control method disclosed by the embodiment of the application, the residual curve distance between the target vehicle and the target parking point is obtained in real time; and then, the parking driving stage is divided into a plurality of stages, target acceleration is determined in different modes aiming at different parking driving stages, and the engine torque and the brake torque output by the target vehicle are controlled according to the target acceleration, so that the parking control precision can be effectively improved.

Furthermore, according to the automatic parking control method for the passengers, disclosed by the embodiment of the application, the vehicle running parameters of the corresponding parking stages in the parking process from the residual curve distance are fitted in the second parking stage and the third parking stage in different interpolation modes, so that the target acceleration of the target vehicle at each parking running time point is determined, and the parking control precision is further improved.

Example III

The embodiment of the application also discloses an automatic bus-substituting parking control device which can be applied to a central server, wherein the central server is deployed at a parking lot end, and a target vehicle is in wireless communication with the central server through a communication module arranged on the target vehicle.

As shown in fig. 7, the apparatus includes:

the environment information acquisition module 710 is configured to acquire parking lot information acquired by a parking lot information acquisition device deployed in a parking lot, and target object information detected by a surrounding environment target object detection module set by the target vehicle itself;

the remaining curve distance obtaining module 720 is configured to plan a parking path according to the parking lot information and the target object information, so as to obtain a remaining curve distance between the target vehicle and a target parking point;

and a parking control module 730, configured to perform parking control on the target vehicle according to the remaining curve distance.

Optionally, the target information includes: the first object information describing the surrounding environment of the vehicle body, which is acquired by the looking-around image acquisition device arranged on the target vehicle, and the second object information describing the surrounding environment of the vehicle body, which is acquired by the ultrasonic sensor arranged on the target vehicle.

Optionally, the parking control module 730 is further configured to:

The automatic bus-substituting parking control device disclosed in the embodiment is used for implementing the automatic bus-substituting parking control method described in the first embodiment of the application, and specific implementation manners of each module of the device are not repeated, and can be referred to specific implementation manners of corresponding steps of the method embodiment.

According to the automatic parking control device for the passengers, disclosed by the embodiment of the application, the parking space information, the vehicle information and the barrier information in the parking space are collected by utilizing the parking space information collection device (such as a camera) originally deployed in the parking space, the target object information in the surrounding environment of the target vehicle, which is collected by the surrounding environment target object detection module (such as an ultrasonic sensor and an all-round camera) arranged by the target vehicle, is fused, so that path planning is performed, the cost of deploying the laser radar in the parking space can be reduced, the defect that the parking position information cannot be comprehensively obtained by a vehicle end can be overcome, and the parking control precision of the passengers can be effectively improved.

Example IV

The embodiment of the application also discloses an automatic bus-in parking control device, as shown in fig. 8, comprising:

a remaining curve distance acquiring module 810, configured to acquire a remaining curve distance between the target vehicle and the target parking point in real time;

a target acceleration determining module 820, configured to determine a target acceleration of the target vehicle at each parking travel time point by fitting a vehicle travel parameter during parking from the remaining curve distance by using a staged interpolation;

the parking control module 830 is configured to control an engine torque and a brake torque output by the target vehicle according to the target acceleration.

Optionally, as shown in fig. 9, the target acceleration determining module 820 further includes:

a parking stage determining submodule 8201, configured to determine a parking stage in which the target vehicle is currently located according to the remaining curve distance and/or the real-time speed of the target vehicle, where the parking stage includes: a first parking stage, a second parking stage and a third parking stage, wherein the distances between the first parking stage, the second parking stage and the third parking stage and a target parking point are sequentially reduced;

A first acceleration determining submodule 8202, configured to determine, in response to the target vehicle currently being in the first parking phase, that a target acceleration of the target vehicle at each parking travel time point in the current parking phase is a preset acceleration value; and/or the number of the groups of groups,

a second acceleration determining submodule 8203, configured to determine, in response to the target vehicle currently being in the second parking phase, a target acceleration of the target vehicle at each parking travel time point by using a method of interpolating and fitting a first vehicle travel parameter during parking from the remaining curve distance by using an N-th order polynomial, where the first vehicle travel parameter includes: remaining curve distance, speed, acceleration and acceleration rate of change; and/or the number of the groups of groups,

a third acceleration determining submodule 8204, configured to determine, in response to the target vehicle currently being in a third parking phase, a target acceleration of the target vehicle at each parking travel time point by using a method of M-th order polynomial interpolation fitting a second vehicle travel parameter during parking from the remaining curve distance, where the second vehicle travel parameter includes: remaining curve distance, speed and acceleration;

wherein N is greater than M, N and M are integers greater than 3.

Optionally, the method for interpolating and fitting the first vehicle running parameter in the parking process from the remaining curve distance by using the polynomial of degree N, determining the target acceleration of the target vehicle at each parking running time point includes:

solving a preset N times polynomial set based on the current starting boundary condition and the ending boundary condition of the second parking stage and interpolation of the parking running time in the parking process to obtain a set of coefficient values of the preset N times polynomial set corresponding to each interpolation respectively;

substituting the coefficient values of each group into the preset N polynomial groups respectively to obtain acceleration change rate values of the coefficient values of each group at different parking running times;

determining a group of coefficient values as target coefficient values according to the acceleration rate value and the magnitude of the corresponding weighted combination change value of the parking running time;

adopting the target coefficient value to assign the coefficient of the preset N times of polynomial sets to obtain the current N times of polynomial sets;

and acquiring target acceleration of the target vehicle at each parking driving time point based on the current N times of polynomial sets.

Optionally, after controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration, the apparatus further includes:

The first acceleration determining method updating module is used for responding to the fact that the target vehicle is currently in a second parking stage, acquiring the actual residual curve distance, the actual speed, the actual acceleration and the actual acceleration change rate of the target vehicle in the parking process in real time, and calculating the target acceleration and the target acceleration change rate of each appointed parking driving time after the target vehicle enters the second parking stage based on the current N times of polynomial sets; the method comprises the steps of,

matching one or more driving data of the actual residual curve distance, the actual speed, the actual acceleration change rate, the target acceleration and the target acceleration change rate with a preset first coefficient updating condition to obtain a matching result;

the first acceleration determining method updating module is further configured to selectively execute an operation of updating coefficients of the preset N-th order polynomial set according to the matching result.

Optionally, the method for interpolating and fitting the second vehicle running parameter in the parking process from the remaining curve distance by using the M-th order polynomial, determining the target acceleration of the target vehicle at each parking running time point includes:

Solving a preset M polynomial group based on an initial boundary condition and an end boundary condition of a third parking stage and interpolation of parking running time in a parking process to obtain coefficient values of the preset M polynomial group corresponding to each interpolation respectively;

substituting the coefficient values corresponding to the interpolation values into the preset M times of polynomial groups, and calculating acceleration values corresponding to each coefficient value at different parking running times;

determining one coefficient value as a target coefficient value according to the magnitude of the weighted combination change value of the acceleration value and the corresponding parking running time;

assigning the coefficients of the preset M times of polynomial sets according to the target coefficient values to obtain the current M times of polynomial sets;

and acquiring target acceleration of the target vehicle at each parking driving time point based on the current M times of polynomial sets.

the second acceleration determining method updating module is used for responding to the fact that the target vehicle is currently in a third parking stage, acquiring the consumption time of the target vehicle entering the third parking stage in the automatic parking process in real time, and acquiring the target acceleration of the target vehicle in the current parking running time calculated based on the current M times of polynomial sets;

The second acceleration determining method updating module is further configured to update the target acceleration by adopting a method matching with the target acceleration in response to the consumption time being greater than a preset duration threshold.

Optionally, the parking phase determination submodule 8201 is further configured to:

determining that the target vehicle is currently in a first parking phase in response to the target vehicle being stationary and the remaining curvilinear distance being greater than a first distance threshold; and/or the number of the groups of groups,

determining that the target vehicle is currently in a second parking stage in response to the real-time vehicle speed of the target vehicle being greater than a preset vehicle speed threshold and the remaining curve distance being greater than a preset second distance threshold; and/or the number of the groups of groups,

and determining that the target vehicle is currently in a third parking stage in response to the remaining curve distance of the target vehicle being less than or equal to the preset second distance threshold.

The automatic bus-substituting parking control device disclosed in the embodiment is used for implementing the automatic bus-substituting parking control method described in the second embodiment of the present application, and specific implementation manners of each module of the device are not repeated, and reference may be made to specific implementation manners of corresponding steps in the method embodiment.

According to the automatic bus-substituting parking control device disclosed by the embodiment of the application, the residual curve distance between the target vehicle and the target parking point is obtained in real time; and then, the parking driving stage is divided into a plurality of stages, target acceleration is determined in different modes aiming at different parking driving stages, and the engine torque and the brake torque output by the target vehicle are controlled according to the target acceleration, so that the parking control precision can be effectively improved.

Furthermore, according to the automatic parking control device for the passengers, disclosed by the embodiment of the application, the vehicle running parameters of the corresponding parking stages in the parking process from the residual curve distance are fitted in the second parking stage and the third parking stage in different interpolation modes, so that the target acceleration of the target vehicle at each parking running time point is determined, and the parking control precision is further improved.

In this specification, each embodiment is described in a progressive manner, and each embodiment is mainly described by differences from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. For the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference is made to the description of the method embodiments for relevant points.

The above describes in detail a method and apparatus for controlling automatic parking for a person, and specific examples are applied to describe the principle and implementation of the present application, and the description of the above examples is only used to help understand the method and core idea of the present application; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present application without undue burden.

Various component embodiments of the application may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that some or all of the functions of some or all of the components in an electronic device according to embodiments of the present application may be implemented in practice using a microprocessor or Digital Signal Processor (DSP). The present application can also be implemented as an apparatus or device program (e.g., a computer program and a computer program product) for performing a portion or all of the methods described herein. Such a program embodying the present application may be stored on a computer readable medium, or may have the form of one or more signals. Such signals may be downloaded from an internet website, provided on a carrier signal, or provided in any other form.

For example, fig. 10 shows an electronic device in which the method according to the application may be implemented. The electronic device may be a PC, a mobile terminal, a personal digital assistant, a tablet computer, etc. The electronic device conventionally comprises a processor 1010 and a memory 1020 and program code 1030 stored on said memory 1020 and executable on the processor 1010, said processor 1010 implementing the method described in the above embodiments when said program code 1030 is executed. The memory 1020 may be a computer program product or a computer readable medium. The memory 1020 may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read only memory), an EPROM, a hard disk, or a ROM. The memory 1020 has a storage space 10201 for program code 1030 of a computer program for performing any of the method steps in the method described above. For example, the storage space 10201 for the program code 1030 may include individual computer programs for implementing the various steps in the above methods, respectively. The program code 1030 is computer readable code. These computer programs may be read from or written to one or more computer program products. These computer program products comprise a program code carrier such as a hard disk, a Compact Disc (CD), a memory card or a floppy disk. The computer program comprises computer readable code which, when run on an electronic device, causes the electronic device to perform a method according to the above-described embodiments.

The embodiment of the application also discloses a computer readable storage medium, wherein a computer program is stored on the computer readable storage medium, and the program realizes the steps of the automatic bus parking control method according to the embodiment of the application when being executed by a processor.

Such a computer program product may be a computer readable storage medium, which may have memory segments, memory spaces, etc. arranged similarly to the memory 1020 in the electronic device shown in fig. 10. The program code may be stored in the computer readable storage medium, for example, in a suitable form. The computer readable storage medium is typically a portable or fixed storage unit as described with reference to fig. 11. In general, the memory unit includes computer readable code 1030', which computer readable code 1030' is code that is read by a processor, which when executed by the processor, implements the steps of the methods described above.

Reference herein to "one embodiment," "an embodiment," or "one or more embodiments" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the application. Furthermore, it is noted that the word examples "in one embodiment" herein do not necessarily all refer to the same embodiment.

In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An automatic valet parking control method, comprising:

2. The method of claim 1, wherein the object information comprises: the first object information describing the surrounding environment of the vehicle body, which is acquired by the looking-around image acquisition device arranged on the target vehicle, and the second object information describing the surrounding environment of the vehicle body, which is acquired by the ultrasonic sensor arranged on the target vehicle.

3. The method of claim 1, wherein the parking control of the target vehicle based on the remaining curve distance comprises:

4. An automatic valet parking control method, comprising:

5. The method of claim 4, wherein determining the target acceleration of the target vehicle at each parking travel time point using a staged interpolation fit of vehicle travel parameters during parking from the remaining curve distance comprises:

determining a parking stage of the target vehicle according to the residual curve distance and/or the real-time speed of the target vehicle, wherein the parking stage comprises the following steps: a first parking stage, a second parking stage and a third parking stage, wherein the distances between the first parking stage, the second parking stage and the third parking stage and a target parking point are sequentially reduced;

Responding to the fact that the target vehicle is currently in a first parking stage, and determining that the target acceleration of the target vehicle at each parking driving time point in the current parking stage is a preset acceleration value; and/or the number of the groups of groups,

determining a target acceleration of the target vehicle at each parking driving time point by adopting a method of interpolating and fitting a first vehicle driving parameter in a parking process from the residual curve distance by using an N-degree polynomial in response to the target vehicle being in a second parking stage, wherein the first vehicle driving parameter comprises: remaining curve distance, speed, acceleration and acceleration rate of change; and/or the number of the groups of groups,

and determining a target acceleration of the target vehicle at each parking driving time point by adopting a method of M times of polynomial interpolation fitting of a second vehicle driving parameter in a parking process from the residual curve distance in response to the target vehicle being in a third parking stage, wherein the second vehicle driving parameter comprises: remaining curve distance, speed and acceleration;

wherein N is greater than M, N and M are integers greater than 3.

6. The method of claim 5, wherein the method of interpolating a first vehicle travel parameter during a parking from the remaining curve distance using a polynomial interpolation, determining a target acceleration of the target vehicle at each parking travel time point, comprises:

7. The method according to claim 6, wherein after controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration, further comprising:

responding to the fact that the target vehicle is currently in a second parking stage, acquiring the actual residual curve distance, the actual speed, the actual acceleration and the actual acceleration change rate of the target vehicle in the parking process in real time, and calculating the target acceleration and the target acceleration change rate of the target vehicle in each appointed parking running time after entering the second parking stage based on the current N times of polynomial sets;

and selecting and executing the operation of updating the coefficients of the preset N times of polynomial groups according to the matching result.

8. The method of claim 5, wherein the method of interpolating a second vehicle travel parameter during parking from the remaining curve distance using M-th order polynomial interpolation, determining a target acceleration of the target vehicle at each parking travel time point, comprises:

9. The method according to claim 8, wherein after controlling the engine torque and the brake torque output by the target vehicle according to the target acceleration, further comprising:

responding to the fact that the target vehicle is currently in a third parking stage, acquiring the consumption time of the target vehicle entering the third parking stage in the automatic parking process in real time, and acquiring the target acceleration of the target vehicle in the current parking running time, which is calculated based on the current M times of polynomial sets;

and in response to the consumption time length being greater than a preset time length threshold, updating the target acceleration by adopting a method matched with the target acceleration.

10. The method of claim 5, wherein the determining a parking phase in which the target vehicle is currently located based on the remaining curve distance and/or a real-time speed of the target vehicle comprises:

11. An automatic valet parking control device, comprising:

12. An automatic valet parking control device, comprising:

13. An electronic device comprising a memory, a processor and program code stored on the memory and executable on the processor, wherein the processor implements the automated passenger parking control method of any one of claims 1 to 10 when the program code is executed by the processor.

14. A computer readable storage medium having stored thereon program code, which when executed by a processor, implements the steps of the automatic proxy parking control method of any one of claims 1 to 10.