WO2021249321A1 - 自动泊车控制方法、装置、设备及存储介质 - Google Patents

自动泊车控制方法、装置、设备及存储介质 Download PDF

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Publication number
WO2021249321A1
WO2021249321A1 PCT/CN2021/098524 CN2021098524W WO2021249321A1 WO 2021249321 A1 WO2021249321 A1 WO 2021249321A1 CN 2021098524 W CN2021098524 W CN 2021098524W WO 2021249321 A1 WO2021249321 A1 WO 2021249321A1
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Prior art keywords
parking
expected
automatic parking
torque
vehicle
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PCT/CN2021/098524
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English (en)
French (fr)
Inventor
孙鹏远
欣白宇
王强
刘笑飞
李家玲
张波
周鑫
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中国第一汽车股份有限公司
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Publication of WO2021249321A1 publication Critical patent/WO2021249321A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06—Automatic manoeuvring for parking

Definitions

  • the embodiments of the present application relate to vehicle technology, such as an automatic parking control method, device, equipment, and storage medium.
  • the embodiments of the present application provide an automatic parking control method, device, equipment, and storage medium, so as to make the automatic parking process more stable and comfortable.
  • an embodiment of the present application provides an automatic parking control method, including:
  • the automatic parking of the vehicle is controlled according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • an automatic parking control device which includes:
  • the acquisition module is configured to acquire vehicle environment information, actual vehicle speed and parking status when an automatic parking request is acquired;
  • the first calculation module is configured to calculate the expected vehicle speed, the expected steering wheel angle, and the target gear according to the vehicle environment information, actual vehicle speed, and parking state;
  • the second calculation module is configured to calculate the expected engine output torque according to the expected vehicle speed and the parking state
  • a processing module configured to filter the expected engine output torque, and normalize the filtered expected engine output torque to obtain the expected engine combustion torque
  • the control module is configured to control the automatic parking of the vehicle according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • the embodiments of the present application also provide a computer device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor.
  • the processor executes the program
  • the implementation is as The automatic parking control method described in any one of the embodiments.
  • an embodiment of the present application also provides a computer-readable storage medium having a computer program stored on the computer-readable storage medium, and when the computer program is executed by a processor, the implementation of the The described automatic parking control method.
  • FIG. 1 is a flowchart of an automatic parking control method in Embodiment 1 of the present application
  • Figure 1a is a diagram of the parking system in the first embodiment of the present application.
  • Fig. 1b is a functional block diagram of the internal related functions of the automatic parking ECU in the first embodiment of the present application;
  • Figure 1c is a flowchart of automatic parking in the first embodiment of the present application.
  • Figure 2 is a schematic structural diagram of an automatic parking control device in the second embodiment of the present application.
  • Fig. 3 is a schematic structural diagram of a computer device in the third embodiment of the present application.
  • Fig. 1 is a flowchart of an automatic parking control method provided in the first embodiment of the application. This embodiment can be applied to the situation of automatic parking control.
  • the method can be executed by the automatic parking control device in the embodiment of the application.
  • the device can be implemented by software and/or hardware. As shown in Figure 1, the method can include the following steps:
  • the automatic parking request can be generated by the driver through the man-machine interface to send a parking request, the driver can also click the parking control to send a parking request, or the driver can input parking by voice , The generated parking request.
  • the vehicle environment recognition device starts to collect vehicle environment information in real time, obtains the actual vehicle speed through the vehicle speed sensor or the CAN bus, and obtains the parking space size, reference object or reference according to the radar or camera Whether the position of the vehicle changes, whether the driver is operating the brakes and steering, etc.
  • S120 Calculate the expected vehicle speed, the expected steering wheel angle, and the target gear according to the vehicle environment information, the actual vehicle speed, and the parking state.
  • the vehicle environment information, actual vehicle speed, and parking state are calculated to obtain the desired vehicle speed, the desired steering wheel angle, and the target gear.
  • the expected posture of the vehicle during automatic parking can be calculated through the collected vehicle surrounding environment information and vehicle speed signal, and the expected vehicle speed, expected steering wheel angle and parking state (which can be divided into The APA controller is not working, not entering automatic parking, automatic parking-looking for a parking space, automatic parking, automatic parking completed several states) through the CAN bus to the vehicle network.
  • S130 Calculate the expected engine output torque according to the expected vehicle speed and the parking state.
  • the expected engine output torque is calculated according to the expected vehicle speed and the parking state.
  • the ESP controller may receive the expected vehicle speed and parking state information calculated by the APA controller and calculate it in real time.
  • the expected engine output torque during parking is sent to the CAN bus.
  • S140 Perform filtering processing on the desired engine output torque, and perform normalization processing on the desired engine output torque after the filtering processing to obtain the desired engine combustion torque.
  • filtering processing is performed on the expected engine output torque
  • normalization processing is performed on the expected engine output torque after the filtering processing to obtain the expected engine combustion torque. For example, first convert the unit of measurement of the desired engine torque to unity, and then quotient the torque value (in Nm) with the nominal maximum output torque of the engine (in Nm), and then multiply it by 100% to convert the torque unit for%.
  • the converted engine torque is processed by low-pass filtering to reduce the system impact caused by the sudden change of the expected engine output torque.
  • the filtered expected engine output torque is normalized to make it match the driver torque processing function in the ECU controller.
  • the interface has the same meaning.
  • S150 Control the vehicle to automatically park according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • the automatic parking of the vehicle is controlled according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • controlling the automatic parking of the vehicle according to the parking state, target gear, desired steering wheel angle, and desired engine combustion torque includes:
  • the automatic parking of the vehicle is controlled according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • the engine is controlled to run in the idle mode.
  • it also includes:
  • the clutch is controlled to put the transmission in a gear-connected state.
  • obtaining vehicle environmental information, actual vehicle speed, and parking status includes:
  • the vehicle environment information, actual vehicle speed and parking status are obtained.
  • the parking state includes: the automatic parking controller is not working, not entering automatic parking, looking for a parking space, parking in progress, or parking completed.
  • performing filtering processing on the expected engine output torque, and performing normalization processing on the expected engine output torque after the filtering processing to obtain the expected engine combustion torque includes:
  • the quotient of the filtered expected engine output torque and the nominal maximum output torque of the engine is normalized to obtain the expected engine combustion torque.
  • obtaining the virtual accelerator pedal opening value according to the engine speed and the desired engine combustion torque includes:
  • the database is queried according to the engine speed and the expected engine combustion torque to obtain the virtual accelerator pedal opening value.
  • the torque output control of the engine is the prerequisite for the smooth driving of the vehicle. It is suitable for the equipment equipped with the automatic parking assist system (APA, Automatic Parking Assist), the electronic body stability system (ESP, Electronic Stability Program), and the transmission control unit (TCU, Transmission). Control Unit, Engine Control Unit (ECU, Engine Control Unit), Electronic Parking Control Unit (EPB, Electronic Park Brake), Electronic Power Steering Control Unit (EPS, Electric Power Steering) for gasoline engines and vehicles, used for parking During the vehicle process, through the coordination between the APA, ESP, ECU, TCU, EPB, EPS control systems and the ECU's rapid response to the automatic parking torque, the vehicle can be parked smoothly and automatically in the parking space. Through the engine control system, the automatic parking assist control state signal and the torque request of the vehicle electronic stability program are recognized, and finally the method of quickly increasing the engine torque makes the automatic parking process more stable and comfortable.
  • APA Automatic Parking Assist
  • ESP Electronic Body stability system
  • TCU Transmission
  • Control Unit Engine Control Unit
  • ECU Engine
  • the embodiment of the application can solve the technical problem.
  • the ESP sends a torque request after receiving the APA status signal.
  • the ECU After receiving the parking request sent by the APA controller, the ECU starts to respond to the lifting torque request sent by the ESP.
  • the engine After the parking torque calculation, virtual accelerator pedal opening calculation, engine output demand torque calculation, engine demand torque slope limit, idle speed control adjustment, start-stop state judgment and other functional modules, the engine can quickly respond to ESP's up-torque demand. This enables a smooth parking action to be completed without human intervention.
  • the APA controller uses the vehicle's surrounding environment information obtained by the vehicle environment recognition device (radar or camera) and the vehicle speed sensor or the vehicle speed signal obtained on the CAN bus to calculate the vehicle's expectations during automatic parking. Attitude (desired vehicle speed and desired steering wheel angle), and send it to the CAN bus at the same time.
  • the EPS controller is used to control the steering action of the vehicle.
  • the TCU controller transmits the engine output power to the transmission and output to the wheels.
  • the ESP controller calculates the automatic parking The parking torque request flag and APA torque request value during the car process, ESP controls the implementation of vehicle braking, and finally realizes the smooth completion of the parking process of the vehicle.
  • the ECU controller receives the parking torque request flag and the expected engine output torque, it undergoes APA demand torque coordination Calculate to obtain the APA torque response enable flag and the output torque required by the engine under APA working conditions, respectively, through the calculation of virtual accelerator pedal opening, calculation of driver demand torque, torque coordination, calculation of idle torque reserve and calculation of target idle speed, and the final calculation
  • the target idling speed, expected ignition angle, and expected throttle opening of the engine during automatic parking are required to ensure accurate and fast response of engine output torque.
  • the steps can be as follows:
  • Step 1 Parking signal input collection.
  • the driver sends a parking request through the vehicle man-machine interface (for example, a parking button), and the APA controller collects the parking button action to identify the exact driver's parking request intention.
  • the APA controller uses the vehicle environment recognition device (radar or camera) The acquired information about the surrounding environment of the vehicle (whether there are obstacles in the front, rear, left, and right of the vehicle, and the distance between the vehicle and the obstacle), the vehicle speed signal obtained through the vehicle speed sensor or the CAN bus.
  • radar or camera The acquired information about the surrounding environment of the vehicle (whether there are obstacles in the front, rear, left, and right of the vehicle, and the distance between the vehicle and the obstacle), the vehicle speed signal obtained through the vehicle speed sensor or the CAN bus.
  • Step 2 The APA controller sends a parking command to the CAN bus.
  • the APA controller calculates the expected posture (desired vehicle speed and expected steering wheel angle) of the vehicle during automatic parking through the collected vehicle surrounding environment information and vehicle speed signal, and calculates the expected vehicle speed, expected steering wheel angle and parking status (which can be divided into APA
  • the controller is not working, has not entered automatic parking, automatic parking-looking for a parking space, automatic parking, automatic parking completed several states) sent to the vehicle network through the CAN bus.
  • Step 3 The EPS controller sends a steering command to control the steering of the vehicle.
  • the EPS controller obtains the parking status information and the expected steering wheel angle from the CAN bus, and controls the electronic power steering mechanism to adjust the steering wheel angle in real time, so that the actual steering wheel angle follows the expected steering wheel angle.
  • Step 4 The ESP controller controls the braking of the vehicle according to the demand.
  • the ESP controller receives the expected vehicle speed and parking status information calculated by the APA controller, calculates the expected engine output torque during parking, and the parking torque request flag in real time, and sends it to the CAN bus.
  • Step 5 The TCU controller controls the clutch coupling gear. After the TCU controller receives the parking torque request flag on the CAN bus, it controls the clutch to put the transmission in the gear-connected state to ensure that the power of the engine is transmitted to the wheels.
  • Step 6 The ECU controller coordinates the parking torque request. After the ECU controller collects the parking torque request flag and the expected engine output torque signal sent by the ESP controller from the CAN bus, it first converts the measurement unit of the expected engine torque and unifies the torque value (in Nm) with the engine The nominal maximum output torque (in Nm) is used as a quotient, and then multiplied by 100% to convert the torque unit into %. The converted engine torque is processed by low-pass filtering to reduce the system impact caused by the sudden change in the expected engine output torque. The low-pass filtering process is as follows:
  • Tq APADesF Tq APADesF -1 +(Tq APADes -Tq APADesF -1 )*dt/T
  • Tq APADesF is the filtered expected engine output torque (unit is %)
  • Tq APADesF -1 is the filtered value of the expected engine output torque calculated in the previous calculation cycle (unit is %)
  • Tq APADes is the expected engine output before filtering Torque (unit: %)
  • T is the desired engine torque filter coefficient. The larger the value of T, the greater the filtering effect. The smaller the value of T, the smaller the filtering effect. The minimum value is the desired engine torque filtering calculation period.
  • T the value of T is 0.01, then The ECU controller does not filter the expected engine torque value. Generally, T is selected as 0.01 or 0.02. The filtered expected engine output torque is normalized as follows to make it consistent with the driver's torque processing function interface in the ECU controller.
  • Tq APADesC (Tq APADesF + Tq Loss -Tq Idle -Tq Min )/(Tq Max -Tq Min )*100%
  • Tq APADesC is the expected engine combustion torque of the automatic parking after torque coordination (unit is %)
  • Tq Loss is the engine combustion friction torque (unit is %)
  • Tq Idle is the engine idle torque integral learning value (unit is %)
  • Tq Min is the minimum engine combustion torque allowed under the current working condition (unit is %)
  • Tq Max is the maximum engine combustion torque allowed under the current working condition (unit is %).
  • Step 7 The ECU controller calculates the virtual accelerator pedal opening during automatic parking.
  • the real-time engine speed (in rpm) and the coordinated automatic parking expected engine combustion torque are calculated by looking up the table and low-pass filtering to obtain the virtual accelerator pedal opening during automatic parking. Degree value.
  • the virtual accelerator pedal opening is calculated by the cruise control or adaptive cruise function.
  • Step 8 The driver needs torque coordination during automatic parking.
  • the ECU controller no longer responds to the real accelerator pedal demand.
  • the engine torque control is completely determined by the expected engine combustion torque during automatic parking. At this time, the driver's required torque is equal to the expected engine combustion torque during automatic parking.
  • Step 9 Calculate the demand torque slope limit during automatic parking. Before the vehicle starts to park automatically, the engine is at idle speed. When the ECU controller recognizes the automatic parking request, the engine needs to quickly respond to the expected engine combustion torque during automatic parking. In response to this torque-up request, the slope of the required torque change is not limited.
  • Step 10 Idle speed control for automatic parking conditions.
  • increase the target idle speed value (according to the engine performance, generally can be increased to 1000 ⁇ 1400 rpm), and increase the idle torque reserve at the same time Value (according to engine performance, it can generally be increased to 1 to 4 times of the original idle torque reserve), at this time, the engine's torque response performance can be improved.
  • the ECU controller will coordinate the torque control according to the idle torque reserve and the driver's required torque during automatic parking to obtain the corresponding air torque and fire torque, and finally control the throttle opening, ignition advance angle and fuel injection at this time Quantities and other signals.
  • Step 11 When the vehicle has an idling start-stop function, the following requirements need to be met: (1) When the ECU controller receives the automatic parking status sent by the APA controller to find a parking space or is automatically parking, the engine is not allowed to enter In the automatic stop state, the engine is forbidden to stop automatically; (2) When the vehicle is in the automatic stop state in the idling start-stop function, and the ECU controller receives the automatic parking state from the APA controller to find a parking space, the idling start-stop function requires Jump from the automatic stop state to the automatic start state, so that the engine starts immediately.
  • the driver of the vehicle driving at a speed lower than 10km/h and manually operating the APA switch to turn on the APA function corresponds to the automatic parking state 1.
  • the APA function is activated through radar or camera
  • the feedback of the surrounding environment information is to find the parking space corresponding to the automatic parking state 2, and continuously monitor whether the current vehicle speed is within a reasonable threshold, and exit APA if the threshold exceeds the threshold.
  • APA enters the automatic parking state, which corresponds to the automatic parking state 3.
  • the EPS controller obtains the parking status and the expected steering wheel angle sent by the APA from the CAN bus, and controls the electronic power steering mechanism in real time to make the actual steering wheel angle follow the expected steering wheel angle.
  • ESP calculates the expected engine output torque and parking torque request flag for automatic parking and sends them to the CAN bus.
  • the TCU controller receives the CAN bus target gear to control the D and R gear switching during automatic parking.
  • the ECU controller receives the parking torque request flag and the expected engine output torque sent by the ESP controller CAN.
  • the ECU controller converts the expected engine torque into units and converts the variable unit Nm into %.
  • the converted engine torque is processed by low-pass filtering, where dt is 0.01s; T is selected as a multiple of dt.
  • the filtered expected engine output torque is then normalized to obtain the expected engine combustion torque for automatic parking.
  • the ECU controller calculates the virtual accelerator pedal opening during automatic parking.
  • the engine torque control during automatic parking is completely determined by the expected engine combustion torque during automatic parking, and the ECU no longer responds to the real pedal demand.
  • the required torque change slope limit enable is turned off, so as to quickly respond to the expected engine combustion torque during automatic parking.
  • the ECU controller increases the target idle speed value to 1000 rpm and increases the idle torque reserve value to 4 times the original idle torque reserve in order to quickly follow the demand torque.
  • the ECU controller can quickly adjust the gas circuit and fire circuit torque by controlling signals such as throttle opening, ignition advance angle and fuel injection volume.
  • the output torque demand value of the ESP controller is 30Nm, and the ECU controller completes the quick response of the output torque within 0.05s through the rapid up-torque.
  • the vehicle speed is stable below 5km/h. After the parking is successfully executed, it corresponds to the automatic parking state 4.
  • the EPB receives the ESP parking request and automatically executes the parking and completes the automatic parking. As shown in Figure 1c, determine whether the driver has an automatic parking operation. If so, determine whether the automatic parking is not entered due to factors such as vehicle status, driving environment, driving operation, etc., if not, start looking for a parking space, if successful When looking for a parking space, automatic parking is performed.
  • the technical solution of this embodiment obtains vehicle environment information, actual vehicle speed, and parking status when an automatic parking request is acquired; calculates the expected vehicle speed, expected steering wheel angle, and target based on the vehicle environment information, actual vehicle speed, and parking status Gear position; calculate the expected engine output torque according to the expected vehicle speed and the parking state; filter the expected engine output torque, and normalize the filtered expected engine output torque to obtain the expected engine Combustion torque; according to the parking state, target gear, desired steering wheel angle, and desired engine combustion torque to control the automatic parking of the vehicle, so as to make the automatic parking process more stable and comfortable.
  • FIG. 2 is a schematic structural diagram of an automatic parking control device provided in the second embodiment of the application. This embodiment can be applied to the situation of automatic parking control.
  • the device can be implemented in software and/or hardware.
  • the device can be integrated in any device that provides automatic parking control functions, as shown in Figure 2.
  • the automatic parking control device may include: an acquisition module 210, a first calculation module 220, a second calculation module 230, a processing module 240, and a control module 250.
  • the acquiring module is configured to acquire vehicle environment information, actual vehicle speed and parking status when an automatic parking request is acquired;
  • the first calculation module is configured to calculate the expected vehicle speed, the expected steering wheel angle, and the target gear according to the vehicle environment information, actual vehicle speed, and parking state;
  • the second calculation module is configured to calculate the expected engine output torque according to the expected vehicle speed and the parking state
  • a processing module configured to filter the expected engine output torque, and normalize the filtered expected engine output torque to obtain the expected engine combustion torque
  • the control module is configured to control the automatic parking of the vehicle according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • the above-mentioned product can execute the method provided in any embodiment of the present application, and has corresponding functional modules and beneficial effects for the execution method.
  • the technical solution of this embodiment obtains vehicle environment information, actual vehicle speed, and parking status when an automatic parking request is acquired; calculates the expected vehicle speed, expected steering wheel angle, and target based on the vehicle environment information, actual vehicle speed, and parking status Gear position; calculate the expected engine output torque according to the expected vehicle speed and the parking state; filter the expected engine output torque, and normalize the filtered expected engine output torque to obtain the expected engine Combustion torque; according to the parking state, target gear, desired steering wheel angle, and desired engine combustion torque to control the automatic parking of the vehicle, so as to make the automatic parking process more stable and comfortable.
  • FIG. 3 is a schematic structural diagram of a computer device in the third embodiment of this application.
  • Figure 3 shows a block diagram of an exemplary computer device 12 suitable for implementing embodiments of the present application.
  • the computer device 12 shown in Fig. 3 is only an example.
  • the computer device 12 is represented in the form of a general-purpose computing device.
  • the components of the computer device 12 may include: one or more processors or processing units 16, a system memory 28, and a bus 18 connecting different system components (including the system memory 28 and the processing unit 16).
  • the bus 18 represents one or more of several types of bus structures, including a memory bus or a memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any bus structure among multiple bus structures.
  • these architectures can include industry standard architecture (ISA) bus, microchannel architecture (MAC) bus, enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.
  • ISA industry standard architecture
  • MAC microchannel architecture
  • VESA Video Electronics Standards Association
  • PCI Peripheral Component Interconnect
  • the computer device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the computer device 12, including volatile and nonvolatile media, removable and non-removable media.
  • the system memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and/or cache memory 32.
  • the computer device 12 may include other removable/non-removable, volatile/nonvolatile computer system storage media.
  • the storage system 34 may be used to read and write non-removable, non-volatile magnetic media (not shown in FIG. 3, and generally referred to as a "hard drive”).
  • each drive can be connected to the bus 18 through one or more data media interfaces.
  • the memory 28 may include at least one program product, the program product having a set (for example, at least one) program modules, and these program modules are configured to perform the functions of the embodiments of the present application.
  • a program/utility tool 40 having a set of (at least one) program module 42 may be stored in, for example, the memory 28.
  • Such program module 42 may include an operating system, one or more application programs, other program modules, and program data. Each or a combination of the examples may include the realization of a network environment.
  • the program module 42 usually executes the functions and/or methods in the embodiments described in this application.
  • the computer device 12 can also communicate with one or more external devices 14 (such as keyboards, pointing devices, displays 24, etc.), and can also communicate with one or more devices that enable users to interact with the computer device 12, and/or communicate with Any device (such as a network card, modem, etc.) that enables the computer device 12 to communicate with one or more other computing devices.
  • This communication can be performed through an input/output (I/O) interface 22.
  • the display 24 does not exist as an independent entity, but is embedded in a mirror surface. When the display surface of the display 24 is not displayed, the display surface of the display 24 and the mirror surface are visually integrated.
  • the computer device 12 may also communicate with one or more networks (for example, a local area network (LAN), a wide area network (WAN), and/or a public network, such as the Internet) through the network adapter 20.
  • networks for example, a local area network (LAN), a wide area network (WAN), and/or a public network, such as the Internet
  • the network adapter 20 communicates with other modules of the computer device 12 through the bus 18.
  • other hardware and/or software modules may be used in conjunction with the computer device 12, which may include: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.
  • the processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28, for example, to implement the automatic parking control method provided by the embodiments of the present application:
  • the automatic parking of the vehicle is controlled according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • the fourth embodiment of the present application provides a computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, the automatic parking control method as provided in all the application embodiments of the present application is implemented:
  • the automatic parking of the vehicle is controlled according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque.
  • the computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium.
  • the computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the above.
  • Examples of computer-readable storage media include: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable Programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the above.
  • the computer-readable storage medium can be any tangible medium that contains or stores a program, and the program can be used by or in combination with an instruction execution system, apparatus, or device.
  • the computer-readable signal medium may include a data signal propagated in baseband or as a part of a carrier wave, and computer-readable program code is carried therein. This propagated data signal can take many forms, and can include electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • the computer-readable signal medium may also be any computer-readable medium other than the computer-readable storage medium.
  • the computer-readable medium may send, propagate or transmit the program for use by or in combination with the instruction execution system, apparatus, or device .
  • the program code contained on the computer-readable medium can be transmitted by any suitable medium, which can include wireless, wire, optical cable, RF, etc., or any suitable combination of the above.
  • the computer program code used to perform the operations of this application can be written in one or more programming languages or a combination thereof.
  • the programming languages include object-oriented programming languages—such as Java, Smalltalk, C++, and also conventional Procedural programming language-such as "C" language or similar programming language.
  • the program code can be executed entirely on the user's computer, partly on the user's computer, executed as an independent software package, partly on the user's computer and partly executed on a remote computer, or entirely executed on the remote computer or server.
  • the remote computer can be connected to the user’s computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (for example, using an Internet service provider to pass Internet connection).
  • LAN local area network
  • WAN wide area network
  • Internet service provider for example, using an Internet service provider to pass Internet connection.
  • the embodiment of the application obtains vehicle environment information, actual vehicle speed, and parking state when an automatic parking request is acquired; calculates the expected vehicle speed, the desired steering wheel angle, and the target gear according to the vehicle environment information, actual vehicle speed, and parking state; Calculate the expected engine output torque according to the expected vehicle speed and the parking state; filter the expected engine output torque, and normalize the filtered expected engine output torque to obtain the expected engine combustion torque;
  • the automatic parking of the vehicle is controlled according to the parking state, the target gear, the desired steering wheel angle, and the desired engine combustion torque, so as to make the automatic parking process more stable and comfortable.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

一种自动泊车控制方法、装置、设备及存储介质。该方法包括：于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；根据车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；根据期望车速和泊车状态计算得到期望发动机输出扭矩；对期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；根据泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。

Description

自动泊车控制方法、装置、设备及存储介质
本公开要求在2020年06月08日提交中国专利局、申请号为202010514498.9的中国专利申请的优先权，以上申请的全部内容通过引用结合在本公开中。
技术领域
本申请实施例涉及车辆技术，例如涉及一种自动泊车控制方法、装置、设备及存储介质。
背景技术
针对带有自动泊车辅助(Automatic Parking Assist，APA)功能的自动档汽车而言，整个泊车过程分为驾驶员泊车指令采集、车位搜索、执行泊车、完成泊车并停车等几部分，期间不需要驾驶员操作加速踏板、制动踏板、方向盘、换档手柄、电子驻车(Electrical Park Brake，EPB)开关等操纵机构即可完成车辆车位泊入。随着人们对自动泊车的依赖度越来越高，如何让泊车过程更平稳舒适成为当前亟需解决的问题。
发明内容
本申请实施例提供一种自动泊车控制方法、装置、设备及存储介质，以实现能够让自动泊车过程更平稳舒适。
第一方面，本申请实施例提供了一种自动泊车控制方法，包括：
于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；
根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
第二方面，本申请实施例还提供了一种自动泊车控制装置，该装置包括：
获取模块，被配置为于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
第一计算模块，被配置为根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；
第二计算模块，被配置为根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
处理模块，被配置为对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
控制模块，被配置为根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
第三方面，本申请实施例还提供了一种计算机设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时实现如本申请实施例中任一所述的自动泊车控制方法。
第四方面，本申请实施例还提供了一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如本申请实施例中任一所述的自动泊车控制方法。
附图说明
下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本申请的一些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图。
图1是本申请实施例一中的一种自动泊车控制方法的流程图；
图1a是本申请实施例一中的泊车系统图示；
图1b是本申请实施例一中的自动泊车ECU内部相关功能框图；
图1c是本申请实施例一中的自动泊车流程图；
图2是本申请实施例二中的一种自动泊车控制装置的结构示意图；
图3是本申请实施例三中的一种计算机设备的结构示意图。
具体实施方式
下面结合附图和实施例对本申请作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本申请，而非对本申请的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本申请相关的部分而非全部结构。
应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。同时，在本申请的描述中，术语“第一”、“第二”等仅用于区分描述，而不能理解为指示或暗示相对重要性。
实施例一
图1为本申请实施例一提供的一种自动泊车控制方法的流程图，本实施例 可适用于自动泊车控制的情况，该方法可以由本申请实施例中的自动泊车控制装置来执行，该装置可采用软件和/或硬件的方式实现，如图1所示，该方法可以包括如下步骤：
S110，于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态。
在一实施例中，自动泊车请求的生成方式可以为驾驶员通过人机界面发出泊车请求，还可以为驾驶员点击泊车控件发出泊车请求，也可以为驾驶员通过语音输入泊车，生成的泊车请求。
在一实施例中，在获取到自动泊车请求时，开始通过车辆环境识别装置实时采集车辆环境信息、通过车速传感器或者CAN总线上获得实际车速，根据雷达或者摄像头获取车位大小、参考物或者参考车辆位置是否变化、驾驶员是否操作制动及转向等。
S120，根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位。
在一实施例中，所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位。例如可以是，通过采集到的车辆周边环境信息及车速信号计算得到自动泊车时车辆的期望姿态(期望车速及期望方向盘角度)，并将期望车速、期望方向盘角度及泊车状态(可分为APA控制器未工作、未进入自动泊车、自动泊车-寻找车位、正在自动泊车、自动泊车完成几种状态)通过CAN总线发送至车辆网络中。
S130，根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩。
在一实施例中，根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩，例如可以是，ESP控制器接收到APA控制器计算出的期望车速及泊车 状态信息，实时计算出泊车时的期望发动机输出扭矩，并发送至CAN总线。
S140，对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩。
在一实施例中，对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩。例如可以是，首先对期望发动机扭矩的计量单位进行转换统一，将该扭矩值(单位为Nm)与发动机标称的最大输出扭矩(单位为Nm)做商，再乘100％，将扭矩单位转化为％。转化后的发动机扭矩经过低通滤波处理，以减少期望发动机输出扭矩突变所带来的系统冲击，滤波后的期望发动机输出扭矩进行归一化处理，使其与ECU控制器中驾驶员扭矩处理功能接口意义一致。
S150，根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
在一实施例中，根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
可选的，根据泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车包括：
获取发动机转速；
根据所述发动机转速和期望发动机燃烧扭矩得到虚拟加速踏板开度值；
若所述虚拟加速踏板开度值大于或者等于设定值，则根据泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
需要说明的是，若所述虚拟加速踏板开度值小于设定值，则控制发动机按照怠速模式运行。
可选的，还包括：
根据所述车辆环境信息、期望车速、实际车速和所述泊车状态生成泊车扭矩请求标志；
根据所述泊车扭矩请求标志控制离合器使变速器处于档位结合状态。
可选的，于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态包括：
于获取到自动泊车请求时，获取车位大小、参考物位置以及车辆状态；
根据所述车位大小、参考物位置以及车辆状态判断是否满足自动泊车条件；
若满足自动泊车条件，则获取车辆环境信息、实际车速和泊车状态。
可选的，所述泊车状态包括：自动泊车控制器未工作、未进入自动泊车、寻找车位、正在泊车或者泊车完成。
可选的，对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩包括：
对所述期望发动机输出扭矩与发动机标称的最大输出扭矩的商进行滤波处理；
对滤波处理后的所述期望发动机输出扭矩与发动机标称的最大输出扭矩的商进行归一化处理得到期望发动机燃烧扭矩。
可选的，根据所述发动机转速和期望发动机燃烧扭矩得到虚拟加速踏板开度值包括：
预先建立关于发动机转速和期望发动机燃烧扭矩，与虚拟加速踏板开度值的对应关系的数据库；
根据所述发动机转速和期望发动机燃烧扭矩查询所述数据库，得到虚拟加速踏板开度值。
发动机的扭矩输出控制是车辆能够平稳行驶的前提，适用于配备有自动泊 车辅助系统(APA，Automatic Parking Assist)、车身电子稳定系统(ESP，Electronic Stability Program)、变速箱控制单元(TCU，Transmission Control Unit)，发动机控制单元(ECU，Engine Control Unit)，电子驻车控制单元(EPB，Electronic Park Brake)，电子助力转向控制单元(EPS，Electric Power Steering)的汽油发动机及车辆，用于在泊车过程中，通过APA、ESP、ECU、TCU、EPB、EPS控制系统间的协调及ECU对自动泊车扭矩的快速响应，实现车辆平稳自动泊入车位。通过发动机控制系统对自动泊车辅助控制状态信号、车辆电子稳定程序扭矩请求进行识别，最终通过快速提升发动机扭矩的方法，让自动泊车过程更平稳舒适。
本申请实施例可以解决技术问题，在有自动泊车动作时，ESP接收APA状态信号后发出扭矩需求，ECU接收到APA控制器发送的泊车请求后，开始响应ESP发来的提升扭矩需求，分别经过泊车扭矩计算、虚拟油门踏板开度计算、发动机输出需求扭矩计算、发动机需求扭矩斜率限制、怠速控制调节、启停状态判断等功能模块处理，保证发动机能够快速响应ESP的升扭需求，使得在无人为介入的前提下完成平稳的泊车动作。
在一个例子中，如图1a所示，当驾驶员通过人机界面(例如泊车按钮)发出泊车(车辆泊出时与泊车入位相近，后面仅以泊车作为车辆泊出和泊车入位的统一说法)请求时，APA控制器通过车辆环境识别装置(雷达或摄像头)获取的车辆周边环境信息及车速传感器或CAN总线上获得的车速信号等，计算出自动泊车时车辆的期望姿态(期望车速及期望方向盘角度)，同时将其发送到CAN总线上，EPS控制器用于控制车辆转向动作，TCU控制器将发动机输出动力传递至变速器并输出至车轮，ESP控制器计算得到自动泊车过程中泊车扭矩请求标志及APA扭矩请求值，ESP控制执行车辆制动，最终实现车辆平稳完成 泊车过程，ECU控制器接收泊车扭矩请求标志及期望发动机输出扭矩后，经过APA需求扭矩协调计算，得到APA扭矩响应使能标志及APA工况下发动机需求的输出扭矩，分别经过虚拟油门踏板开度计算、驾驶员需求扭矩计算、扭矩协调、怠速扭矩储备计算及目标怠速转速计算，最终计算出自动泊车时发动机的目标怠速转速、期望点火角、期望节气门开度，确保发动机输出扭矩的准确、快速响应。步骤可以为如下：
步骤1：泊车信号输入采集。驾驶员通过车辆人机界面(例如泊车按钮)发出泊车请求，APA控制器采集泊车按钮动作，识别准确的驾驶员泊车请求意图。如果满足自动泊车条件(例如车位大小允许安全自动泊车、参考物或参考车辆位置没有发生变化、驾驶员未操作制动及转向等)，APA控制器通过车辆环境识别装置(雷达或摄像头)获取的车辆周边环境信息(车辆前后左右是否有障碍物，以及车辆与障碍物之间的距离)，通过车速传感器或CAN总线上获得的车速信号。
步骤2：APA控制器向CAN总线发出泊车指令。APA控制器通过采集到的车辆周边环境信息及车速信号计算得到自动泊车时车辆的期望姿态(期望车速及期望方向盘角度)，并将期望车速、期望方向盘角度及泊车状态(可分为APA控制器未工作、未进入自动泊车、自动泊车-寻找车位、正在自动泊车、自动泊车完成几种状态)通过CAN总线发送至车辆网络中。
步骤3：EPS控制器发送转向指令，控制车辆转向。EPS控制器从CAN总线上获取泊车状态信息及期望方向盘角度，并实时控制电子助力转向机构调整方向盘角度，使实际方向盘角度跟随期望方向盘角度。
步骤4：ESP控制器根据需求控制车辆制动。ESP控制器接收到APA控制器计算出的期望车速及泊车状态信息，实时计算出泊车时的期望发动机输出扭 矩、泊车扭矩请求标志并发送至CAN总线。
步骤5：TCU控制器控制离合器结合挡位。TCU控制器接收CAN总线上的泊车扭矩请求标志后，控制离合器使变速器处在档位结合状态，保证发动机的动力传递到车轮。
步骤6：ECU控制器对泊车扭矩请求进行协调。ECU控制器从CAN总线上采集到ESP控制器发出的泊车扭矩请求标志及期望发动机输出扭矩信号后，首先对期望发动机扭矩的计量单位进行转换统一，将该扭矩值(单位为Nm)与发动机标称的最大输出扭矩(单位为Nm)做商，再乘100％，将扭矩单位转化为％。转化后的发动机扭矩经过低通滤波处理，以减少期望发动机输出扭矩突变所带来的系统冲击，低通滤波处理过程如下：
Tq APADesF＝Tq APADesF -1+(Tq APADes-Tq APADesF -1)*dt/T
其中，Tq APADesF为滤波后的期望发动机输出扭矩(单位为％)，Tq APADesF -1为上一计算周期计算的期望发动机输出扭矩滤波值(单位为％)，Tq APADes为滤波前的期望发动机输出扭矩(单位为％)，dt为计算周期时间常数(一般将泊车期望发动机扭矩滤波计算周期设置为10ms，所以dt＝0.01s)。T为期望发动机扭矩滤波系数，T的值越大，滤波效果越大，T的值越小，则滤波效果越小，其最小值为期望发动机扭矩滤波计算周期，如T取值为0.01，则ECU控制器不会对期望发动机扭矩值进行滤波，一般情况T选取为0.01或0.02。滤波后的期望发动机输出扭矩按下式进行归一化处理，使其与ECU控制器中驾驶员扭矩处理功能接口意义一致。
Tq APADesC＝(Tq APADesF+Tq Loss-Tq Idle-Tq Min)/(Tq Max-Tq Min)*100％
其中，Tq APADesC为经过扭矩协调后的自动泊车期望发动机燃烧扭矩(单位为％)，Tq Loss为发动机燃烧摩擦扭矩(单位为％)，Tq Idle为发动机怠速扭矩积 分学习值(单位为％)，Tq Min为当前工况下允许的最小发动机燃烧扭矩(单位为％)，Tq Max为当前工况下允许的最大发动机燃烧扭矩(单位为％)。
步骤7：ECU控制器计算自动泊车时虚拟加速踏板开度。当ECU控制器检测到自动泊车请求标志后，由实时发动机转速(单位rpm)及协调后的自动泊车期望发动机燃烧扭矩经过查表及低通滤波计算，得到自动泊车时虚拟加速踏板开度值。当前车辆行驶工况下无自动泊车请求时，虚拟油门踏板开度由定速巡航或自适应巡航功能计算虚拟油门踏板开度。
步骤8：自动泊车时驾驶员需求扭矩协调。在自动泊车工况下ECU控制器不再响应真实加速踏板需求，发动机扭矩控制完全由自动泊车时期望发动机燃烧扭矩决定，此时驾驶员需求扭矩等于自动泊车时期望发动机燃烧扭矩。
步骤9：自动泊车时的需求扭矩斜率限值计算。在车辆开始自动泊车前，发动机都是处在怠速工况，当ECU控制器识别到自动泊车请求后，发动机需要快速响应自动泊车时的期望发动机燃烧扭矩。在响应此升扭请求时，不进行需求扭矩变化斜率限制。
步骤10：针对自动泊车工况的怠速控制。进行自动泊车(泊车状态为等待泊车-寻找车位、正在泊车或泊车完成)时，将目标怠速值提高(根据发动机性能，一般可提高至1000～1400rpm)，同时增加怠速扭矩储备值(根据发动机性能，一般可提高至原怠速扭矩储备的1～4倍)，此时能够提高发动机升扭响应性能。ECU控制器会根据自动泊车时的怠速扭矩储备及驾驶员需求扭矩进行扭矩协调控制，得到相应的气路扭矩及火路扭矩，最终控制此时的节气门开度、点火提前角及喷油量等信号。
步骤11：当车辆带有怠速起停功能时，需要满足如下需求：(1)在ECU控制器接收到APA控制器发出的自动泊车状态为寻找车位或正在自动泊车时， 不允许发动机进入自动停机状态，禁止发动机自动停机；(2)当车辆处于怠速起停功能中的自动停机状态，同时ECU控制器接收到APA控制器发出的自动泊车状态为寻找车位时，怠速起停功能需由自动停机状态跳转至自动起机状态，使发动机立即启动。
在另一个例子中，车辆驾驶员以低于10km/h车速行驶并手动操作APA开关开启APA功能即对应自动泊车状态1，在判断满足自动泊车进入条件后APA功能激活，通过雷达或摄像头反馈的周边环境信息寻找车位即对应自动泊车状态2，并持续监测当前车速是否在合理阈值之内，超出阈值则退出APA。寻找到车位后，APA进入执行自动泊车状态即对应自动泊车状态3。此时驾驶员松开加速踏板、制动踏板、方向盘、换挡手柄，APA将计算得出的期望车速、期望方向盘角度、目标挡位及泊车状态发送至CAN总线。EPS控制器从CAN总线上获取APA发送的泊车状态及期望方向盘角度，实时控制电子助力转向机构，使实际方向盘角度跟随期望方向盘角度。ESP计算得出自动泊车期望发动机输出扭矩、泊车扭矩请求标志并发送至CAN总线。TCU控制器接收CAN总线目标挡位控制自动泊车过程中D、R挡位切换。如图1b所示，ECU控制器接收ESP控制器CAN发出的泊车扭矩请求标志及期望发动机输出扭矩，ECU控制器对期望发动机扭矩做单位转换，将该变量单位Nm转化为％。然后将转化后发动机扭矩经过低通滤波处理，其中dt取0.01s；T选取为dt倍数。滤波后的期望发动机输出扭矩再进行归一化处理得出自动泊车期望发动机燃烧扭矩。如图1b所示，ECU控制器计算得出自动泊车时虚拟加速踏板开度。自动泊车时发动机扭矩控制完全由自动泊车时期望发动机燃烧扭矩决定，ECU不再响应真实踏板需求。如图1b所示，ECU控制器识别到自动泊车ESP升扭请求后，需求扭矩变化斜率限制使能关闭，从而快速响应自动泊车时的期望发动机燃烧扭矩。ECU 控制器将目标怠速值提高至1000rpm，增加怠速扭矩储备值至原怠速扭矩储备的4倍以便快速跟随需求扭矩。ECU控制器可通过控制节气门开度、点火提前角及喷油量等信号实现快速调节气路、火路扭矩。ESP控制器输出扭矩需求值为30Nm，ECU控制器通过快速升扭在0.05s内完成输出扭矩的快速响应。自动泊车过程车速稳定在5km/h以下，执行泊车成功后即对应自动泊车状态4，EPB接收到ESP驻车请求自动执行驻车，完成自动泊车。如图1c所示，判断驾驶员是否有自动泊车操作，若有，则判断是否由于车辆状态、行车环境、驾驶操作等因素而未进入自动泊车，若否，则开始寻找车位，若成功寻找车位，则进行自动泊车。
本实施例的技术方案，通过于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车，以实现能够让自动泊车过程更平稳舒适。
实施例二
图2为本申请实施例二提供的一种自动泊车控制装置的结构示意图。本实施例可适用于自动泊车控制的情况，该装置可采用软件和/或硬件的方式实现，该装置可集成在任何提供自动泊车控制的功能的设备中，如图2所示，所述自动泊车控制装置可包括：获取模块210、第一计算模块220、第二计算模块230、处理模块240和控制模块250。
其中，获取模块，被配置为于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
第一计算模块，被配置为根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；
第二计算模块，被配置为根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
处理模块，被配置为对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
控制模块，被配置为根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
上述产品可执行本申请任意实施例所提供的方法，具备执行方法相应的功能模块和有益效果。
本实施例的技术方案，通过于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车，以实现能够让自动泊车过程更平稳舒适。
实施例三
图3为本申请实施例三中的一种计算机设备的结构示意图。图3示出了适于用来实现本申请实施方式的示例性计算机设备12的框图。图3显示的计算机 设备12仅仅是一个示例。
如图3所示，计算机设备12以通用计算设备的形式表现。计算机设备12的组件可以包括：一个或者多个处理器或者处理单元16，系统存储器28，连接不同系统组件(包括系统存储器28和处理单元16)的总线18。
总线18表示几类总线结构中的一种或多种，包括存储器总线或者存储器控制器，外围总线，图形加速端口，处理器或者使用多种总线结构中的任意总线结构的局域总线。举例来说，这些体系结构可以包括工业标准体系结构(ISA)总线，微通道体系结构(MAC)总线，增强型ISA总线、视频电子标准协会(VESA)局域总线以及外围组件互连(PCI)总线。
计算机设备12典型地包括多种计算机系统可读介质。这些介质可以是任何能够被计算机设备12访问的可用介质，包括易失性和非易失性介质，可移动的和不可移动的介质。
系统存储器28可以包括易失性存储器形式的计算机系统可读介质，例如随机存取存储器(RAM)30和/或高速缓存存储器32。计算机设备12可以包括其它可移动/不可移动的、易失性/非易失性计算机系统存储介质。仅作为举例，存储系统34可以用于读写不可移动的、非易失性磁介质(图3未显示，通常称为“硬盘驱动器”)。可以提供用于对可移动非易失性磁盘(例如“软盘”)读写的磁盘驱动器，以及对可移动非易失性光盘(例如CD-ROM,DVD-ROM或者其它光介质)读写的光盘驱动器。在这些情况下，每个驱动器可以通过一个或者多个数据介质接口与总线18相连。存储器28可以包括至少一个程序产品，该程序产品具有一组(例如至少一个)程序模块，这些程序模块被配置以执行本申请各实施例的功能。
具有一组(至少一个)程序模块42的程序/实用工具40，可以存储在例如 存储器28中，这样的程序模块42可以包括操作系统、一个或者多个应用程序、其它程序模块以及程序数据，这些示例中的每一个或一种组合中可能包括网络环境的实现。程序模块42通常执行本申请所描述的实施例中的功能和/或方法。
计算机设备12也可以与一个或多个外部设备14(例如键盘、指向设备、显示器24等)通信，还可与一个或者多个使得用户能与该计算机设备12交互的设备通信，和/或与使得该计算机设备12能与一个或多个其它计算设备进行通信的任何设备(例如网卡，调制解调器等等)通信。这种通信可以通过输入/输出(I/O)接口22进行。另外，本实施例中的计算机设备12，显示器24不是作为独立个体存在，而是嵌入镜面中，在显示器24的显示面不予显示时，显示器24的显示面与镜面从视觉上融为一体。并且，计算机设备12还可以通过网络适配器20与一个或者多个网络(例如局域网(LAN)，广域网(WAN)和/或公共网络，例如因特网)通信。如图所示，网络适配器20通过总线18与计算机设备12的其它模块通信。应当明白，可以结合计算机设备12使用其它硬件和/或软件模块，可以包括：微代码、设备驱动器、冗余处理单元、外部磁盘驱动阵列、RAID系统、磁带驱动器以及数据备份存储系统等。
处理单元16通过运行存储在系统存储器28中的程序，从而执行各种功能应用以及数据处理，例如实现本申请实施例所提供的自动泊车控制方法：
于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；
根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
实施例四
本申请实施例四提供了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现如本申请所有申请实施例提供的自动泊车控制方法：
于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；
根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
可以采用一个或多个计算机可读的介质的任意组合。计算机可读介质可以是计算机可读信号介质或者计算机可读存储介质。计算机可读存储介质例如可以是电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。计算机可读存储介质的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑磁盘只读存储器(CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。在本文件中，计算机可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。
计算机可读的信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的程序代码。这种传播的数据信号可以采用多种形式，可以包括电磁信号、光信号或上述的任意合适的组合。计算机可读的信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。
计算机可读介质上包含的程序代码可以用任何适当的介质传输，可以包括无线、电线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言或其组合来编写用于执行本申请操作的计算机程序代码，所述程序设计语言包括面向对象的程序设计语言—诸如Java、Smalltalk、C++，还包括常规的过程式程序设计语言—诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种类的网络——包括局域网(LAN)或广域网(WAN)—连接到用户计算机，或者，可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。
本申请实施例通过于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动 泊车，以实现能够让自动泊车过程更平稳舒适。

Claims (10)

  1. 一种自动泊车控制方法，包括：
    于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
    根据所述车辆环境信息、实际车速和泊车状态计算得到期望车速、期望方向盘角度和目标档位；
    根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
    对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
    根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
  2. 根据权利要求1所述的自动泊车控制方法，其中，根据泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车包括：
    获取发动机转速；
    根据所述发动机转速和期望发动机燃烧扭矩得到虚拟加速踏板开度值；
    若所述虚拟加速踏板开度值大于或者等于设定值，则根据泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
  3. 根据权利要求1所述的自动泊车控制方法，所述自动泊车控制方法还包括：
    根据所述车辆环境信息、期望车速、实际车速和所述泊车状态生成泊车扭矩请求标志；
    根据所述泊车扭矩请求标志控制离合器使变速器处于档位结合状态。
  4. 根据权利要求1所述的自动泊车控制方法，其中，于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态包括：
    于获取到自动泊车请求时，获取车位大小、参考物位置以及车辆状态；
    根据所述车位大小、参考物位置以及车辆状态判断是否满足自动泊车条件；
    若满足自动泊车条件，则获取车辆环境信息、实际车速和泊车状态。
  5. 根据权利要求1所述的自动泊车控制方法，其中，所述泊车状态包括：自动泊车控制器未工作、未进入自动泊车、寻找车位、正在泊车或者泊车完成。
  6. 根据权利要求1所述的自动泊车控制方法，其中，对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩包括：
    对所述期望发动机输出扭矩与发动机标称的最大输出扭矩的商进行滤波处理；
    对滤波处理后的所述期望发动机输出扭矩与发动机标称的最大输出扭矩的商进行归一化处理得到期望发动机燃烧扭矩。
  7. 根据权利要求2所述的自动泊车控制方法，其中，根据所述发动机转速和期望发动机燃烧扭矩得到虚拟加速踏板开度值包括：
    预先建立关于发动机转速和期望发动机燃烧扭矩，与虚拟加速踏板开度值的对应关系的数据库；
    根据所述发动机转速和期望发动机燃烧扭矩查询所述数据库，得到虚拟加速踏板开度值。
  8. 一种自动泊车控制装置，包括：
    获取模块，被配置为于获取到自动泊车请求时，获取车辆环境信息、实际车速和泊车状态；
    第一计算模块，被配置为根据所述车辆环境信息、实际车速和泊车状态计 算得到期望车速、期望方向盘角度和目标档位；
    第二计算模块，被配置为根据所述期望车速和所述泊车状态计算得到期望发动机输出扭矩；
    处理模块，被配置为对所述期望发动机输出扭矩进行滤波处理，并对滤波处理后的期望发动机输出扭矩进行归一化处理得到期望发动机燃烧扭矩；
    控制模块，被配置为根据所述泊车状态、目标档位、期望方向盘转角、期望发动机燃烧扭矩控制车辆自动泊车。
  9. 一种计算机设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时实现如权利要求1-7中任一所述的自动泊车控制方法。
  10. 一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1-7中任一所述的自动泊车控制方法。
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