WO2026007486A1 - 泊车方法及相关装置 - Google Patents

泊车方法及相关装置

Info

Publication number
WO2026007486A1
WO2026007486A1 PCT/CN2025/087432 CN2025087432W WO2026007486A1 WO 2026007486 A1 WO2026007486 A1 WO 2026007486A1 CN 2025087432 W CN2025087432 W CN 2025087432W WO 2026007486 A1 WO2026007486 A1 WO 2026007486A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
rear wheel
parking
path
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/087432
Other languages
English (en)
French (fr)
Inventor
杨冬生
陆国祥
李辰潼
陈永刚
李官原
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Publication of WO2026007486A1 publication Critical patent/WO2026007486A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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

  • This disclosure relates to the field of vehicle control technology, and in particular to a parking method and related apparatus.
  • a parking method comprising:
  • locking the first wheel, controlling the rotation of at least one of the other wheels, and controlling the steering of at least one of the other wheels can increase the vehicle's turning radius and improve its turning sensitivity.
  • controlling wheel locking, rotation, or steering can reduce parking time and improve parking efficiency.
  • the turning radius of vehicles in these technologies is larger than that of vehicles in some embodiments of this disclosure.
  • Vehicles in these technologies need to adjust their posture multiple times to park in areas with limited parking space.
  • the first wheel is a front wheel, and at least one of the remaining wheels of the vehicle that is used for rotation is a rear wheel.
  • the first wheel is a front wheel, and at least one of the remaining wheels of the vehicle that is used for steering is a rear wheel.
  • the driving force required for the vehicle to rotate around the first wheel is relatively small.
  • the rear wheel includes a first rear wheel and a second rear wheel, one of the first rear wheel and the second rear wheel being used for steering in a first direction, and the other of the first rear wheel and the second rear wheel being used for steering in a second direction, the first direction and the second direction being opposite.
  • the first rear wheel and the second rear wheel after steering form a figure-eight shape, the opening direction of which is the direction in which the front of the vehicle is located.
  • the vehicle controls the first and second rear wheels to steer in opposite directions. This reduces the difficulty of rotating the vehicle around a single front wheel, ensuring the feasibility of rotating the vehicle for parking.
  • the rear wheel includes a first rear wheel and a second rear wheel, one of the first rear wheel and the second rear wheel being configured to rotate in a third direction, and the other of the first rear wheel and the second rear wheel being configured to rotate in a fourth direction, the third direction being opposite to the fourth direction.
  • the first rear wheel and the first front wheel rotate in the same direction
  • the first rear wheel and the second rear wheel rotate in opposite directions
  • the first front wheel is the other front wheel in the vehicle besides the first wheel
  • the first rear wheel and the first front wheel are on the same side of the vehicle.
  • the first rear wheel and the first front wheel rotate toward the front of the vehicle
  • the second rear wheel rotates toward the rear of the vehicle
  • the arc path is an arc centered on a single front wheel, according to the principle of force balance, to achieve clockwise or counterclockwise rotation of the vehicle while ensuring that the front wheel, as the center, does not move, it is necessary to control the first and second rear wheels to rotate in opposite directions.
  • the first wheel, the rotating wheel, and the steering wheel are used to implement an arc path in a parking path, the parking path being a path for indicating that the vehicle is to drive from its current position into a parking position, the arc path being an arc centered on the first wheel.
  • the parking path includes an arc rotating around a single front wheel.
  • This can be understood as the vehicle rotating its rear end around a single front wheel, essentially allowing the vehicle to rotate in place during parking.
  • some embodiments of this disclosure can change the vehicle's posture in place using an arc path. Therefore, even when parking in narrow roads or dead-end streets with limited parking space, the vehicle can complete parking by adjusting its posture in place. This breaks the limitations of parking space and enhances the capability of automatic parking.
  • the parking path includes the circular path and the curved path, wherein the curved path is an arc with its center of curvature on the extension line of the rear axle of the vehicle;
  • the circular path is determined based on the berthing position
  • the curved path is determined based on the arc path and the vehicle's pose information, which represents the vehicle's pose at the current position.
  • the arc path is related to the information of the parking position (e.g., the parking space).
  • the arc path determined by the vehicle according to the parking position (e.g., the parking space) meets the actual working conditions, ensuring the safety and accuracy of vehicle parking.
  • the method further includes:
  • the location information of the obstacle is acquired; and at least one of the following:
  • the updated parking path is determined based on the location information of the obstacle and the parking position, and parking is performed based on the updated parking path.
  • the vehicle can perform at least one of the following: the vehicle stops by acquiring the location information of the obstacles, or the vehicle replans the parking path based on the location information of the obstacles. This allows the vehicle to avoid obstacles and improves the safety of the vehicle parking process.
  • the method further includes:
  • the target torque for the wheel used for rotation and the target steering angle for the wheel used for steering are determined according to the deviation.
  • the preset pose information is determined based on the parking path.
  • the wheels for rotation are controlled according to the target torque, and the wheels for steering are controlled according to the target steering angle.
  • the vehicle when the vehicle's position differs from the preset position, the vehicle can adjust its position by adjusting the torque of the wheels used for rotation and the steering angle of the wheels used for steering, so that the vehicle can park according to the preset parking path, thereby improving the accuracy and safety of parking.
  • a parking device comprising:
  • the communication unit is configured to receive parking commands
  • the processing unit is configured to lock the first wheel of the vehicle, control the rotation of at least one of the remaining wheels of the vehicle, and control the steering of at least one of the remaining wheels of the vehicle.
  • the first wheel is a front wheel, and at least one of the remaining wheels of the vehicle that is used for rotation is a rear wheel.
  • the first wheel is a front wheel, and at least one of the remaining wheels of the vehicle that is used for steering is a rear wheel.
  • the rear wheel includes a first rear wheel and a second rear wheel, one of the first rear wheel and the second rear wheel being used for steering in a first direction, and the other of the first rear wheel and the second rear wheel being used for steering in a second direction, the first direction and the second direction being opposite.
  • the first rear wheel and the second rear wheel after steering form a figure-eight shape, the opening direction of which is the direction in which the front of the vehicle is located.
  • the rear wheel includes a first rear wheel and a second rear wheel, one of the first rear wheel and the second rear wheel being configured to rotate in a third direction, and the other of the first rear wheel and the second rear wheel being configured to rotate in a fourth direction, the third direction being opposite to the fourth direction.
  • the first rear wheel and the first front wheel rotate in the same direction
  • the first rear wheel and the second rear wheel rotate in opposite directions
  • the first front wheel is the other front wheel in the vehicle besides the first wheel
  • the first rear wheel and the first front wheel are on the same side of the vehicle.
  • the first rear wheel and the first front wheel rotate toward the front of the vehicle
  • the second rear wheel rotates toward the rear of the vehicle
  • the first wheel, the rotating wheel, and the steering wheel are used to implement an arc path in a parking path, the parking path being a path for indicating that the vehicle is to drive from its current position into a parking position, the arc path being an arc centered on the first wheel.
  • the parking path includes the circular path and the curved path, wherein the curved path is an arc with its center of curvature on the extension line of the rear axle of the vehicle;
  • the circular path is determined based on the berthing position
  • the curved path is determined based on the arc path and the vehicle's pose information, which represents the vehicle's pose at the current position.
  • the processing unit is further configured to:
  • the location information of the obstacle is obtained through the communication unit; and at least one of the following:
  • the updated parking path is determined based on the location information of the obstacle and the parking position, and parking is performed based on the updated parking path.
  • the processing unit is further configured to:
  • the actual position and orientation information of the vehicle is obtained through the communication unit;
  • the target torque for the wheel used for rotation and the target steering angle for the wheel used for steering are determined according to the deviation.
  • the preset pose information is determined based on the parking path.
  • the wheels for rotation are controlled according to the target torque, and the wheels for steering are controlled according to the target steering angle.
  • an electronic device comprising a processor and a memory; the processor is coupled to the memory, the memory being used to store a computer program, and the processor being used to invoke and run the computer program such that the electronic device performs the method described in any of the preceding first aspects.
  • the electronic device further includes a communication interface for receiving and/or sending data, and/or for providing input and/or output to the processor.
  • processor or general-purpose processor
  • the processor can also be a dedicated processor, in which case the computer instructions are pre-loaded into the processor.
  • the processor may include both dedicated and general-purpose processors.
  • the processor and memory may also be integrated into a single device, meaning that the processor and memory can be integrated together.
  • a vehicle including a first motor, a second motor, a third motor, and electronic equipment as described in the third aspect.
  • the first motor is configured to drive the front wheels of the vehicle to rotate
  • the second motor is configured to drive the first rear wheel of the vehicle to rotate
  • the third motor is configured to drive the second rear wheel of the vehicle to rotate.
  • the second motor is configured to drive the first rear wheel to rotate in a third direction
  • the third motor is configured to drive the second rear wheel to rotate in a fourth direction, the third direction being opposite to the fourth direction.
  • the direction in which the second motor drives the first rear wheel to rotate is the same as the direction in which the first motor drives the first front wheel to rotate, and the direction in which the second motor drives the first rear wheel to rotate is opposite to the direction in which the third motor drives the second rear wheel to rotate.
  • the first front wheel is the other front wheel in the vehicle besides the first wheel, and the first rear wheel and the first front wheel are on the same side of the vehicle.
  • the first motor controls the first front wheel to rotate in the direction of the front of the vehicle
  • the second motor controls the first rear wheel to rotate in the direction of the front of the vehicle
  • the third motor controls the second rear wheel to rotate in the direction of the rear of the vehicle.
  • a computer-readable storage medium wherein a computer program is stored therein, which, when executed on a computer or processor, implements the method described in any of the preceding first aspects.
  • a computer program product including computer instructions that, when executed by a vehicle as described in the fourth aspect, cause the vehicle to perform the method as described in any of the preceding first aspects.
  • Figure 1 is a schematic diagram of the architecture of a vehicle according to some embodiments.
  • Figure 2 is a flowchart of a parking method according to some embodiments.
  • Figure 3 is a schematic diagram of an arc path according to some embodiments.
  • Figure 4 is a schematic diagram of driving along a curved path according to some embodiments.
  • Figure 5 is a schematic diagram of traveling along an arc path according to some embodiments.
  • Figure 6 is a schematic diagram of a parking path according to some embodiments.
  • Figure 7 is a flowchart of a rotary parking method according to some embodiments.
  • Figure 8 is a block diagram of a parking device according to some embodiments.
  • Figure 9 is a block diagram of an electronic device according to some embodiments.
  • Figure 10 is a block diagram of a vehicle according to some embodiments.
  • the vehicle During vehicle parking, the vehicle is typically parked in the target location by controlling the steering of the front wheels. Therefore, sufficient space is required near the target location for the vehicle to park.
  • the available parking space is limited, and the vehicle may need to adjust its position multiple times to park due to its turning radius.
  • automatic parking systems most vehicles rely solely on the rotation of the front wheels, resulting in a small turning radius. Therefore, in complex road conditions, automatic parking is more difficult, takes longer, and provides a poor parking experience due to the limited turning radius.
  • rear-wheel steering can increase the vehicle's adjustable range of attitude, thus expanding the turning radius and overall attitude adjustment, it cannot be applied to autonomous driving due to limitations in parking algorithm development and the high engineering difficulty of rear-wheel parking. Users still need to manually adjust the vehicle's attitude step-by-step using the steering wheel. Furthermore, the addition of rear-wheel steering creates a significant difference between the vehicle's inherent state and conventional steering, making it unfamiliar to users. This prevents users from successfully parking the vehicle in the target location by adjusting its attitude, actually increasing the difficulty of parking.
  • some embodiments of this disclosure provide a parking method.
  • the vehicle Upon receiving a parking command, the vehicle can lock the first wheel, control the rotation of at least one of the remaining wheels (excluding the first wheel), and control the steering of at least one of the remaining wheels (excluding the first wheel) to achieve a circular path in the parking trajectory.
  • the circular path is the arc centered on the vehicle's movement when the first wheel is in motion.
  • the vehicle can reduce its turning radius, improving parking capabilities in special road conditions such as dead-end roads and narrow roads.
  • FIG. 1 is a schematic diagram of the architecture of a vehicle according to some embodiments.
  • the vehicle 10 includes a motor 101, a motor 102, a motor 103, a steering device 104, a steering device 105, a brake caliper 106, a brake caliper 107, a brake caliper 108, and a brake caliper 109.
  • the number and mounting position of the motors, steering devices, and brake calipers in the vehicle 10 in Figure 1 are only one possible configuration. The number of motors, steering devices, or brake calipers may be less or more than the number shown in Figure 1, and no limitation is made here.
  • Vehicle 10 can be a vehicle powered by electricity or a vehicle powered by a new energy hybrid powertrain (automobile).
  • vehicle 10 when vehicle 10 is a vehicle powered by electricity, it can be a new energy vehicle, such as a pure electric vehicle, a range-extended electric vehicle, a hybrid electric vehicle, a fuel cell electric vehicle, etc.
  • vehicle 10 When vehicle 10 is an automobile, it can be a sedan, SUV, truck, bus, or van, etc.
  • Electric motors such as motors 101, 102, and 103, are typically the power source of vehicle 10 and are devices that convert electrical energy into mechanical energy.
  • the motors are located between the wheels of vehicle 10 or at the bottom of the chassis of vehicle 10; the position and arrangement of the motors vary depending on the design and layout of vehicle 10.
  • Vehicle 10 drives itself by controlling at least one of the motor's rotational speed or torque to generate a driving force applied to the wheels.
  • the motor 101 is located on the front axle of the vehicle 10 and is used to drive the left and right front wheels to rotate, for example, forward or backward. After determining the parking path, the vehicle 10 can apply a corresponding torque to the front wheels through the motor 101 to rotate the front wheels based on the torque of the front wheels indicated by the parking path.
  • the motor 102 is located on the rear axle of the vehicle 10 and is used to drive the left rear wheel to rotate, for example, forward or backward. After determining the parking path, the vehicle 10 can apply a corresponding torque to the left rear wheel through the motor 102 based on the torque of the left rear wheel indicated by the parking path, thereby rotating the left rear wheel and achieving parking.
  • the motor 103 is located on the rear axle of the vehicle 10 and is used to drive the right rear wheel to rotate, for example, forward or backward. After determining the parking path, the vehicle 10 can apply a corresponding torque to the right rear wheel through the motor 103 based on the torque of the right rear wheel indicated by the parking path, thereby rotating the right rear wheel and achieving parking.
  • the steering mechanism 104 is used to drive the left rear wheel to turn, for example, to the left or right. After the vehicle 10 determines the parking path, the vehicle 10 can control the left rear wheel to turn to the corresponding angle based on the steering angle of the left rear wheel indicated by the parking path, through the steering mechanism 104.
  • the steering device 104 can control the left rear wheel to turn to the left at any angle between 0 and 10 degrees, and can also control the left rear wheel to turn to the right at any angle between 0 and 10 degrees.
  • the steering mechanism 105 is used to drive the right rear wheel to turn, for example, to the left or right. After the vehicle 10 determines the parking path, the vehicle 10 can control the right rear wheel to turn to the corresponding angle based on the steering angle of the right rear wheel indicated by the parking path, through the steering mechanism 105.
  • the steering device 105 can control the right rear wheel to turn to the left at any angle between 0 and 10 degrees, and can also control the right rear wheel to turn to the right at any angle between 0 and 10 degrees.
  • vehicle 10 can steer the front wheels by turning the steering wheel, so vehicle 10 already has a steering device for controlling the steering of the front wheels.
  • the steering of the front wheels can be controlled using the existing steering device on vehicle 10, eliminating the need to install a new steering device.
  • vehicle 10 can use the existing steering device to control the left and right front wheels to turn left simultaneously, and vehicle 10 can also use the existing steering device to control the left and right front wheels to turn right simultaneously.
  • Brake calipers are an important component of a vehicle's braking system, used to apply braking force to lock, decelerate, or stop the wheels from rotating. Brake calipers are typically mounted around the wheels and connected to the brake discs. For example, brake calipers 106, 107, 108, and 109 shown in Figure 1 can respectively control wheel locking, deceleration, or stopping rotation.
  • vehicle 10 when the parking path determined by vehicle 10 includes an arc path, if the arc path is an arc centered on the left front wheel, then vehicle 10 brakes the left front wheel using brake caliper 106, locking the left front wheel and preventing it from rotating. Then, vehicle 10 controls the right front wheel to rotate forward via motor 101 and controls the right front wheel to rotate in the direction indicated by the arc path via the steering system. Vehicle 10 controls the left rear wheel to rotate backward via motor 102 and controls the left rear wheel to rotate left via steering device 104. Vehicle 10 controls the right rear wheel to rotate forward via motor 103 and controls the right rear wheel to rotate right via steering device 105. Thus, vehicle 10 can rotate counterclockwise around the left front wheel along the arc path.
  • vehicle 10 when the parking path determined by vehicle 10 includes an arc path, if the arc path is an arc centered on the right front wheel, then vehicle 10 brakes the right front wheel using brake caliper 107, locking the right front wheel and preventing it from rotating. Then, vehicle 10 controls the left front wheel to rotate forward via motor 101 and controls the left front wheel to rotate in the direction indicated by the arc path via the steering system. Vehicle 10 controls the left rear wheel to rotate forward via motor 102 and controls the left rear wheel to turn left via steering device 104. Vehicle 10 controls the right rear wheel to rotate backward via motor 103 and controls the right rear wheel to turn right via steering device 105. Thus, vehicle 10 can rotate clockwise around the right front wheel along the arc path.
  • FIG 2 is a flowchart of a parking method according to some embodiments, which is applied to the vehicle shown in Figure 1.
  • the parking method includes, but is not limited to, steps S201 and S202.
  • Step S201 Receive parking instruction.
  • the vehicle performs a parking function upon receiving a parking instruction.
  • the parking instruction may be an instruction generated by the vehicle in response to a user operation, or an instruction received by the vehicle from other electronic devices.
  • users can control the vehicle in automatic parking mode via physical buttons in the vehicle, touch controls on the display screen, or voice commands.
  • the vehicle provides the user with one or more parking locations to choose from, and the user can select a target parking location from the one or more locations based on the vehicle's current location.
  • the vehicle responds to the user's action and plans a parking path based on the selected parking location.
  • the vehicle before automatically parking, the vehicle can first determine the parking path from its current location to the parking position.
  • the parking position can be an actual parking space or an area where the vehicle can park.
  • the vehicle can acquire environmental information about its current location and the parking location using a camera or radar.
  • This environmental information may include, but is not limited to, the distance from the current location to the parking location, the presence of obstacles between the current location and the parking location, and the distance between the vehicle and obstacles.
  • the vehicle determines a parking path from its current location to the parking location based on this environmental information.
  • the parking path includes a curved path and a circular path.
  • a curved path refers to an arc whose center of curvature lies on the extension line of the rear axle of the vehicle.
  • the vehicle can achieve a curved path by controlling the front wheels to turn left or right by a certain angle.
  • An arc path refers to an arc whose center is on the first wheel; for example, the trajectory obtained by rotating the vehicle with the left front wheel as the center, or rotating the vehicle with the right front wheel as the center, is an arc.
  • the vehicle determines an arc path in the parking path based on the parking position. Then, a curved path is determined based on the vehicle's pose information and the arc path. Finally, the vehicle can determine the parking path based on the curved path and the arc path.
  • the parking path indicates the path the vehicle takes from its current position to the parking position, and the pose information represents the vehicle's pose at the current position.
  • the arc path is related to the parking space information.
  • the vehicle can first determine the arc path based on the parking position (e.g., parking space information). Then, the vehicle determines the rotation position based on the arc path, which can be the starting point of the arc path.
  • the path determined by the vehicle from the current position to the rotation position is the curved path, and then the parking path is determined by combining the curved path and the arc path.
  • the vehicle determines the center position and central angle of the arc trajectory based on the parking space location information, thereby determining the arc path based on the center position and central angle.
  • the vehicle can determine its starting position and the required rotation angle based on parameters such as the location of the parking space, the length and width of the parking space, and the vehicle's dimensions.
  • the starting position of the vehicle's rotation can be represented by the center position of the arc path
  • the required rotation angle can be represented by the central angle of the arc path. Then, the arc path is determined based on the center position and the central angle.
  • the vehicle determines the curved path from its initial position to the rotational position of the arc path based on its current pose information and the center position of the arc path using a search algorithm.
  • the initial position of the vehicle can be determined by the vehicle's pose information, and the rotation position of the arc path can be determined by the center position of the arc path.
  • a search algorithm can be used to obtain the path from the initial position to the rotation position, thus making the determined curve path more consistent with actual working conditions.
  • the vehicle can determine the range of rotation positions it can rotate to within the parking space based on information such as the location of the parking space, the length and width of the parking space, and the vehicle's dimensions. That is, the range of coordinate points from which the vehicle can begin rotating around the target front wheel. For example, the vehicle can start rotating from position A with the left front wheel as the center, and the vehicle can also start rotating from positions B and C. Therefore, the range of rotation positions includes positions A, B, and C.
  • the rotation angle required for a vehicle to park varies depending on its position. For example, a vehicle can park in a space by rotating an angle A1 from position A, an angle B1 from position B, and an angle C1 from position C. Therefore, the range of vehicle rotation angles includes angles A1, B1, and C1.
  • a search algorithm can be used to determine the path from the initial position to the rotation position.
  • a search algorithm is then used to determine the path. This improves the efficiency of path searching and allows for the planning of a more optimal parking path.
  • the vehicle determines the radius and central angle of the curved path based on the vehicle's pose and the center position of the circular path. Then, the curved path is determined based on the radius and central angle of the curved path.
  • the rotation position i.e., the starting point of the circular arc path
  • the vehicle plans a curved path from the initial position to the rotation position using a geometric method. For example, the vehicle first determines the radius and central angle of the curved path using a geometric method, and then determines the curved path based on the radius and central angle.
  • the vehicle can determine its parking path using a geometric method.
  • the vehicle uses geometry to determine the central angle of the arc path, and then determines the starting point of the arc path based on the central angle.
  • the vehicle uses geometry to determine the radius and central angle of the curved path based on the starting point of the arc path. If there is a distance between the vehicle's initial position and the starting point of the curved path, a straight path can be added between the initial position and the starting point of the curved path to connect them.
  • the straight path can be a straight line parallel to the parallel parking space; that is, the vehicle is parallel to the parallel parking space when it reaches the starting point of the curved path.
  • the straight path, curved path, and arc path are connected sequentially to obtain the parking path.
  • a search algorithm can also be used to determine the parking path.
  • the circular arc curve generated by rotating around the front wheels can also be introduced to increase the solution space for path planning. This ensures that the rotation position in the parking path planned by the search algorithm is the optimal position, and the parking path itself is the optimal path.
  • the optimal path can be understood as the path with the minimum displacement, the shortest time, or the fewest gear shifts, etc.
  • Step S202 Lock the first wheel of the vehicle, control the rotation of at least one of the remaining wheels of the vehicle, and control the steering of at least one of the remaining wheels of the vehicle.
  • the remaining wheels of the vehicle refer to all wheels other than the first wheel.
  • the vehicle can lock the first wheel using brake calipers, drive at least one of the other wheels to rotate using a motor, and control the steering of at least one of the other wheels to turn using a steering mechanism.
  • controlling wheel rotation can mean controlling the wheel to rotate forward or backward
  • controlling wheel steering can mean controlling the wheel to turn left or right.
  • the vehicle when the vehicle rotates counterclockwise around the left front wheel, the vehicle can lock the left front wheel and control at least one of the other wheels to rotate or steer. For example, controlling the right rear wheel to rotate forward and controlling the right rear wheel to steer to the right can cause the vehicle to rotate counterclockwise around the left front wheel.
  • the vehicle when parking a vehicle in a forward-moving manner, taking parking in a parallel parking space on the right as an example, the vehicle can first drive its front end into the parallel parking space on the right, while the rear end is still outside the space. Therefore, the vehicle needs to rotate its rear end into the parking space.
  • the vehicle can use any one of its front wheels as the first wheel, control the rotation of at least one wheel other than the first wheel, and control the steering of at least one wheel other than the first wheel. Then, using the first wheel as the center, the rear end is rotated into the parking space, thus completing the parking.
  • a vehicle after a vehicle parks itself in a parking space according to a parking path, it can also exit the parking space according to the same path. For example, while in the parking space, the vehicle can use any one of its front wheels as the first wheel, control the rotation of at least one of the remaining wheels (excluding the first wheel), and control the steering of at least one of the remaining wheels (excluding the first wheel). Then, with the first wheel as the center, the rear of the vehicle is rotated out of the parking space. Since the vehicle's direction is at an angle to the parallel parking space at this point, the vehicle can directly drive out of the parking space in reverse. Some embodiments of this disclosure are used when the space in front and behind is small, allowing the vehicle to exit the parking space in reverse after rotating the first wheel without needing to move forward or backward.
  • the first wheel is a front wheel, and at least one of the remaining wheels of the vehicle that is used for rotation is a rear wheel.
  • the driving force required for the vehicle to rotate around the first wheel is relatively small, making it easier for the vehicle to steer around the first wheel as the center. Therefore, the first wheel can be used as the front wheel, and at least one of the vehicle's other wheels used for rotation can be used as the rear wheel.
  • the driving force required for the vehicle to rotate around the first wheel is smaller.
  • the first wheel is the front wheel, and at least one of the remaining wheels of the vehicle that is used for steering is the rear wheel.
  • the driving force required for the vehicle to rotate around the first wheel is relatively small, making it easier for the vehicle to steer around the first wheel as the center. Therefore, the first wheel can be used as the front wheel, and at least one of the vehicle's other wheels used for steering can be used as the rear wheel.
  • the driving force required for the vehicle to rotate around the first wheel is smaller.
  • the rear wheels of the vehicle include a first rear wheel and a second rear wheel, one of the first rear wheel and the second rear wheel being used for steering in a first direction, and the other of the first rear wheel and the second rear wheel being used for steering in a second direction, the first direction and the second direction being opposite.
  • the first and second rear wheels after steering, form a figure-eight shape, with the opening of the figure-eight pointing in the direction of the vehicle's front end.
  • the opening of the figure-eight points in the direction of the larger of its two openings.
  • the vehicle controls the left rear wheel to turn left and the right rear wheel to turn right.
  • the left and right rear wheels exhibit an "outward-pointing" posture, meaning they form a figure-eight shape, with the opening of the figure-eight pointing in the direction the front of the vehicle is facing. Based on the vehicle's structure, this "outward-pointing" posture is primarily used when the vehicle is moving forward and turning.
  • the vehicle controls the left rear wheel to turn right and the right rear wheel to turn left, such that the left and right rear wheels are in an "inward" position, that is, the left and right rear wheels form a figure-eight shape after turning, and the opening direction of the figure-eight shape is in the direction of the rear of the vehicle.
  • the above-mentioned "inward" position is mainly used when the vehicle is reversing and turning.
  • the rear wheels of the vehicle include a first rear wheel and a second rear wheel, one of which is used for rotation in a third direction, and the other of which is used for rotation in a fourth direction, the third direction being opposite to the fourth direction.
  • the vehicle rotates with the front wheel as the center.
  • the vehicle can be rotated in place by controlling the first and second rear wheels to rotate in opposite directions, thereby providing opposite forces to the vehicle.
  • the first rear wheel and the first front wheel rotate in the same direction
  • the first rear wheel and the second rear wheel rotate in opposite directions
  • the first front wheel is the other front wheel in the vehicle besides the first wheel
  • the first rear wheel and the first front wheel are on the same side of the vehicle.
  • the wheels opposite to the first wheel e.g., the first front wheel and the first rear wheel
  • the wheels on the same side as the first wheel e.g., the second rear wheel
  • the driving force required for the vehicle to rotate around the first wheel can be reduced.
  • the first rear wheel and the first front wheel rotate in the direction of the front of the vehicle
  • the second rear wheel rotates in the direction of the rear of the vehicle.
  • the first wheel is the first front wheel
  • the other front wheel besides the first wheel is the second front wheel.
  • the vehicle locks the first front wheel, controls the second front wheel to steer in a first direction and rotate in a fourth direction, controls the first rear wheel to steer in a first direction and rotate in a third direction, and controls the second rear wheel to steer in a second direction and rotate in a fourth direction, wherein the second front wheel and the second rear wheel are on the same side of the vehicle.
  • the driving force required for the vehicle to rotate around the first wheel can be reduced.
  • the turning of the second front wheel inward towards the inside of the vehicle can be explained using the left front wheel as an example: the outer side of the left front wheel is the left side, and the inner side of the left front wheel is the right side, so turning the left front wheel inward is equivalent to turning to the right.
  • the wheels opposite the first front wheel e.g., the second front wheel and the second rear wheel
  • the wheels on the same side as the first front wheel e.g., the first rear wheel
  • the rotation directions of the second front wheel, the first rear wheel, and the second rear wheel can reduce the driving force required for the vehicle to rotate around the first wheel.
  • FIG 3 is a schematic diagram of an arc path according to some embodiments.
  • the right front wheel of the vehicle is used as the first wheel for illustration.
  • the vehicle rotates clockwise around the right front wheel, so the vehicle brakes the right front wheel with the brake caliper, locking the right front wheel and preventing it from rotating.
  • the vehicle controls the left front wheel to rotate forward through the motor on the front axle; that is, the vehicle provides forward rotation driving force to the left front wheel through the motor on the front axle.
  • the vehicle controls the left rear wheel to rotate in the same direction as the left front wheel through the motor on the left rear wheel; that is, the vehicle provides forward rotation driving force to the left rear wheel through the motor on the left rear wheel.
  • the vehicle controls the right rear wheel to rotate in the opposite direction to the left front wheel through the motor on the right rear wheel; that is, the vehicle provides backward rotation driving force to the right rear wheel through the motor on the right rear wheel.
  • the vehicle rotates around the right front wheel by causing the wheels opposite the first wheel (e.g., the right front wheel in Figure 3) to rotate in the same direction (towards the front of the vehicle), and the wheels on the same side as the first wheel (e.g., the right front wheel in Figure 3) to rotate in the opposite direction (e.g., the right rear wheel in Figure 3).
  • This causes one or more wheels other than the first wheel to slip, thus enabling the vehicle to rotate around the right front wheel.
  • the above scheme involves controlling the forward and backward rotation of the wheels via a motor to achieve vehicle rotation with any front wheel as the center.
  • the vehicle can also achieve an arc path by controlling the left and right rotation of the wheels, in addition to controlling their forward and backward rotation.
  • the vehicle controls the left rear wheel to turn left, the right rear wheel to turn right, and the left front wheel to turn right via a steering mechanism. This reduces the difficulty of the vehicle rotating clockwise around the right front wheel. It can be seen that the left and right rear wheels form a figure-eight shape, with the opening of the figure-eight pointing in the direction of the vehicle's front end.
  • a vehicle can generate driving force to rotate around the first wheel as the center.
  • the steering of at least one wheel other than the first wheel such as turning the left rear wheel to the left and the right rear wheel to the right in Figure 3, the vehicle can rotate more easily.
  • the steering angle of the vehicle's wheels can be any value between 0 and 10 degrees.
  • the vehicle can control the wheels to turn 10 degrees to the left or 10 degrees to the right.
  • the vehicle controls the rotation of one wheel (excluding the first wheel) and the steering of the other wheel as follows:
  • the vehicle locks the first front wheel and controls the rotation and steering of the second front wheel.
  • the vehicle locks the first front wheel and controls the rotation and steering of the first rear wheel.
  • the vehicle locks the first front wheel and controls the rotation and steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, and controls the steering of the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, and controls the steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the first rear wheel, and controls the steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the first rear wheel, and controls the rotation of the second rear wheel.
  • the vehicle controls the rotation of two wheels other than the first wheel and the steering of one wheel as follows:
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, and controls the rotation and steering of the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, controls the rotation of the first rear wheel, and controls the steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation and steering of the second front wheel, and controls the rotation of the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, and controls the rotation and steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation and steering of the second front wheel, and controls the rotation of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, controls the steering of the first rear wheel, and controls the rotation of the second rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, and controls the rotation of the first and second rear wheels.
  • the vehicle locks the first front wheel, controls the rotation and steering of the first rear wheel, and controls the rotation of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the first rear wheel, and controls the rotation and steering of the second rear wheel.
  • the vehicle controls the rotation of three wheels other than the first wheel and the steering of one wheel as follows:
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, the first rear wheel, and the second rear wheel, and controls the steering of the second front wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, the first rear wheel, and the second rear wheel, and controls the steering of the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, the first rear wheel, and the second rear wheel, and controls the steering of the second rear wheel.
  • the vehicle controls the rotation of one wheel (excluding the first wheel) and the steering of two wheels as follows:
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, and controls the steering and rotation of the first rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, controls the steering of the first rear wheel, and controls the rotation of the second rear wheel.
  • the vehicle locks the first front wheel, controls the second front wheel to steer and rotate, and controls the first rear wheel to steer.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, and controls the steering and rotation of the second rear wheel.
  • the vehicle locks the first front wheel, controls the second front wheel to steer and rotate, and controls the second rear wheel to steer.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, controls the rotation of the first rear wheel, and controls the steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, and controls the steering of the first and second rear wheels.
  • the vehicle locks the first front wheel, controls the steering and rotation of the first rear wheel, and controls the steering of the second rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the first rear wheel, and controls the steering and rotation of the second rear wheel.
  • the vehicle controls the rotation and steering of two wheels other than the first wheel as follows:
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel and the first rear wheel, and controls the steering of the second front wheel and the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel and the first rear wheel, and controls the steering of the second front wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel and the first rear wheel, and controls the steering of the first rear wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel and the second rear wheel, and controls the steering of the second front wheel and the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel and the second rear wheel, and controls the steering of the second front wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel and the second rear wheel, and controls the steering of the first rear wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the first and second rear wheels, and controls the steering of the first front and first rear wheels.
  • the vehicle locks the first front wheel, controls the rotation of the first and second rear wheels, and controls the steering of the first front wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the first and second rear wheels, and controls the steering of the first and second rear wheels.
  • the vehicle controls the rotation of three wheels (excluding the first wheel) and the steering of two wheels as follows:
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, the first rear wheel, and the second rear wheel, and controls the steering of the second front wheel and the first rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, the first rear wheel, and the second rear wheel, and controls the steering of the second front wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the rotation of the second front wheel, the first rear wheel, and the second rear wheel, and controls the steering of the first and second rear wheels.
  • the vehicle controls the rotation of one wheel (excluding the first wheel) and the steering of all three wheels as follows:
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, the first rear wheel, and the second rear wheel, and controls the rotation of the second front wheel.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, the first rear wheel, and the second rear wheel, and controls the rotation of the first rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, the first rear wheel, and the second rear wheel, and controls the rotation of the second rear wheel.
  • the vehicle controls the rotation of two wheels other than the first wheel and the steering of all three wheels as follows:
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, the first rear wheel, and the second rear wheel, and controls the rotation of the second front wheel and the first rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, the first rear wheel, and the second rear wheel, and controls the rotation of the second front wheel and the second rear wheel.
  • the vehicle locks the first front wheel, controls the steering of the second front wheel, the first rear wheel, and the second rear wheel, and controls the rotation of the first rear wheel and the second rear wheel.
  • the vehicle controls the rotation and steering of three wheels other than the first wheel as follows:
  • the vehicle locks the first front wheel, controls the rotation and steering of the second front wheel, controls the rotation and steering of the first rear wheel, and controls the rotation and steering of the second rear wheel.
  • the rotation and steering of the wheels are controlled according to the parking path.
  • the vehicle uses at least two motors to control the torque of the first rear wheel and the torque of the second rear wheel respectively, resulting in differential torque between the first and second rear wheels, meaning the torques of the first and second rear wheels are not identical.
  • the vehicle can also use a rear-wheel steering system to control the steering direction and steering angle of the first and second rear wheels separately. Therefore, by controlling the differential torque between the first and second rear wheels and controlling their steering, the vehicle can increase its turning radius and turning agility. Even in scenarios with limited parking space, such as narrow road parking or dead-end road parking, the vehicle can maintain good turning performance. This reduces the number of adjustments required during parking and improves parking efficiency.
  • the vehicle controls the first and second front wheels to steer in the same direction according to a curved path. Controlling the first and second front wheels, the first and second rear wheels to rotate in the same direction according to the curved path allows the vehicle to travel along the curved path.
  • the vehicle can achieve the curved path by simultaneously controlling the front wheels to steer while controlling the wheels to rotate in the same direction (forward or backward). For example, if the vehicle controls the wheels to rotate forward simultaneously, and at the same time controls the front wheels to turn to the left, then the vehicle will travel to the left and forward according to the steering angle of the front wheels.
  • Figure 4 is a schematic diagram of a curved path driving according to some embodiments.
  • the vehicle needs to park in a parallel parking space.
  • the vehicle starts from position A and travels along the curved path to position B.
  • position A the vehicle is parallel to the parallel parking space.
  • position B the front of the vehicle has entered the parking space, but the rear is still outside.
  • the vehicle controls the front wheels to rotate forward by controlling the front axle motor to rotate forward.
  • the vehicle controls the first and second rear wheels to rotate forward by controlling the two rear axle motors to rotate forward.
  • the vehicle controls the front wheels to rotate to the right by a certain angle according to the curved path, so that the vehicle travels to the right front from position A to position B.
  • the vehicle locks a first wheel according to an arc path, controls the rotation of at least one wheel other than the first wheel, and controls the steering of at least one wheel other than the first wheel.
  • the vehicle achieves the circular path by controlling the torque of the first rear wheel to rotate it in a third direction, and by controlling the torque of the second rear wheel to rotate it in a fourth direction.
  • the third and fourth directions are opposite.
  • Figure 5 is a schematic diagram of a vehicle traveling along an arc path according to some embodiments.
  • the vehicle travels from position B to position C along an arc path.
  • position B in Figure 5 corresponds to position B in Figure 4.
  • the vehicle rotates counterclockwise around the left front wheel, causing the rear of the vehicle to park in the parking space. Therefore, the vehicle brakes the left front wheel using the brake caliper, locking the left front wheel and preventing it from rotating. Then, the vehicle can control the rotation of at least one wheel other than the left front wheel, and control the steering of at least one wheel other than the left front wheel to rotate the rear of the vehicle into the parking space.
  • the vehicle controls the right front wheel to rotate forward using the motor on the front axle; that is, the vehicle provides forward rotation driving force to the right front wheel using the motor on the front axle.
  • the vehicle controls the right rear wheel to rotate in the same direction as the right front wheel using the motor on the right rear wheel; that is, the vehicle provides forward rotation driving force to the right rear wheel using the motor on the right rear wheel.
  • the vehicle uses a motor on the left rear wheel to control the left rear wheel to rotate in the opposite direction to the right front wheel; that is, the vehicle uses the motor on the left rear wheel to provide the driving force for the left rear wheel to rotate backward. This allows the vehicle to rotate its rear end from position B to position C.
  • the vehicle in addition to controlling the forward and backward rotation of the wheels, the vehicle can also achieve an arc path by controlling the left and right steering of the wheels.
  • the vehicle controls the left rear wheel to turn left, the right rear wheel to turn right, and the right front wheel to turn right through the steering device, which can reduce the difficulty of the vehicle rotating counterclockwise around the left front wheel as the center.
  • the vehicle when the parallel parking space is on the right side of the vehicle, the vehicle can first move to the rear of the parking space, and then drive the front of the vehicle into the parking space according to the curved path, such as position B in Figure 4. Then, it can rotate counterclockwise around the left front wheel according to the arc path, so that the rear of the vehicle enters the parking space and the parking is completed, such as position C in Figure 5.
  • Figure 6 is a schematic diagram of a parking path according to some embodiments.
  • straight line 1 is a straight path
  • curve 2 is a curved path
  • curve 3 is a circular path.
  • the vehicle controls the wheels to rotate forward from position 1 to achieve straight line 1.
  • the vehicle controls the wheels to rotate forward and controls the front wheels to turn to the right, driving the front of the vehicle into the parking space according to curve 2, i.e., into position 2.
  • the vehicle rotates counterclockwise around the left front wheel according to curve 3 to reach position 3, allowing the rear of the vehicle to enter the parking space and completing parking.
  • the vehicle when the parallel parking space is to the left of the vehicle, the vehicle can first move to the rear of the parking space, and then drive the front of the vehicle into the parking space according to a curved path. Then, it rotates clockwise around the right front wheel according to an arc path, so that the rear of the vehicle enters the parking space and the parking is completed.
  • the vehicle can improve the accuracy of its rotation by dynamically adjusting the torque or speed of multiple motors using sensor information.
  • the perceived information can be obtained through at least one of intelligent driving sensors such as cameras or radar installed on the vehicle, enabling comprehensive and continuous intelligent perception of the vehicle's status and surrounding environment.
  • the vehicle determines information such as available parking space and the presence of surrounding obstacles by acquiring information about the surrounding environment, and adjusts the output of the motor accordingly.
  • the torque of the first rear wheel and the torque of the second rear wheel can be made more consistent with the actual driving environment.
  • the vehicle can also obtain its driving status through sensors such as gyroscopes, cameras, or radar, for example, by determining whether the vehicle is stable. This allows for adjustments to the torque of the first and second rear wheels, thus improving vehicle stability.
  • sensors such as gyroscopes, cameras, or radar, for example, by determining whether the vehicle is stable. This allows for adjustments to the torque of the first and second rear wheels, thus improving vehicle stability.
  • the vehicle can calculate road friction in real time using parameters collected by sensors such as wheel speed sensors and torque sensors. Based on changes in road friction, the torque or speed output of multiple motors is adjusted accordingly. Combined with intelligent driving perception and chassis perception, closed-loop control of the rotation of multiple motors is achieved, thereby improving the accuracy and stability of vehicle rotation.
  • the parking method further includes: during the process of parking the vehicle based on a parking path, the vehicle may acquire the location information of an obstacle, and then perform at least one of the following: control the vehicle to stop based on the location information of the obstacle; or determine an updated parking path based on the location information of the obstacle and the parking position, and park based on the updated parking path.
  • the vehicle can use sensing devices to obtain the location of the obstacles. If the vehicle is close to the obstacle, it can stop to avoid it. Alternatively, the vehicle can replan the parking path based on the obstacle's location, obtaining an updated parking path. The vehicle then continues parking based on the updated parking path.
  • the vehicle's sensing devices include, but are not limited to, cameras, radar, etc.
  • Obstacles include, but are not limited to, other vehicles, pedestrians, and non-motorized vehicles.
  • the vehicle's actual position and orientation information is acquired. If there is a deviation between the actual and preset position and orientation information, a target torque for the rotating wheels and a target steering angle for the steering wheels are determined based on the deviation. Then, the rotating wheels are controlled according to the target torque, and the steering wheels are controlled according to the target steering angle.
  • the vehicle determines preset pose information based on a parking path. Then, the vehicle uses a perception system in real time to detect any deviation between the actual pose information and the preset pose information.
  • the perception system includes 360-degree imaging or radar, etc. If a deviation exists between the actual pose information and the preset pose information, the deviation is adjusted by adjusting the steering angle of the wheels used for steering and adjusting the torque of the wheels used for rotation.
  • Figure 7 is a flowchart of a rotating parking method according to some embodiments. The method includes steps S701 to S706.
  • the user drives the vehicle to the back of the parking space, then straightens the steering wheel and releases the brake and accelerator to stop the vehicle.
  • the vehicle receives the parking location selected by the user, such as the target parking space.
  • the user can control the vehicle in automatic parking mode via physical buttons, touch controls on the display screen, or voice function.
  • the vehicle provides the user with one or more parking locations to choose from, and the user can select the target parking location from one or more locations based on the vehicle's current location.
  • the vehicle receives the target parking location selected by the user and enters S703.
  • S703 Determine if the vehicle can park. If yes, proceed to S705; otherwise, proceed to S704.
  • the vehicle can determine whether it can park at the target parking position from its current location based on the current environmental information. If it can, the vehicle requests the user to start parking, and proceeds to S705 after the user selects to start parking. If it cannot, it proceeds to S704.
  • the vehicle automatically adjusts to an initial parking position.
  • the vehicle is adjusted to an initial position where it can be parked according to the target parking position. That is, the vehicle can be parked into the target parking position from the initial position where it can be parked using the methods provided in some embodiments of this disclosure.
  • the vehicle determines its parking path based on its initial position and target parking position.
  • This parking path includes curved paths and circular paths.
  • a curved path is an arc whose center of curvature lies on the extension of the vehicle's rear axle.
  • the vehicle's wheels rotate in the same direction (forward or backward)
  • the vehicle achieves a curved path by controlling the front wheels to turn left or right by a certain angle.
  • a circular path is an arc whose center is on the front wheels. For example, when the vehicle locks the first wheel, controls the rotation of at least one wheel other than the first wheel, and controls the steering of at least one wheel other than the first wheel, the resulting trajectory is an arc.
  • the vehicle determines an arc path in the parking path based on the target parking position. Then, a curved path is determined based on the initial position and the arc path. Finally, the vehicle can determine the parking path based on the curved path and the arc path.
  • the vehicle achieves a curved path in the parking path by controlling the torque of the first rear wheel to control its rotation in a third direction, and by controlling the torque of the second rear wheel to control its rotation in a third direction. Then, the vehicle locks the first wheel, controls the rotation of at least one wheel other than the first wheel, and controls the steering of at least one wheel other than the first wheel to achieve an arc path.
  • the rotation of the wheels can be controlled by adjusting the torque corresponding to each wheel. For example, the vehicle can adjust the torque corresponding to the wheel based on the vehicle's yaw angle, thereby driving the wheel to rotate.
  • determining the wheel torque based on the vehicle's yaw angle ensures the stability of the vehicle during parking.
  • the vehicle controls wheel steering according to an arc path. This reduces the difficulty of vehicle rotation, improves the accuracy of vehicle rotation, and enables "tail-twisting" parking.
  • FIG 8 is a functional unit block diagram of a parking device according to some embodiments.
  • the parking device 80 may include a communication unit 801 and a processing unit 802.
  • the parking device 80 is used to implement the aforementioned parking method, such as the parking method shown in Figure 2.
  • the communication unit 801 is used to receive parking instructions
  • the processing unit 802 is used to lock the first wheel of the vehicle, control the rotation of at least one of the remaining wheels of the vehicle other than the first wheel, and control the steering of at least one of the remaining wheels of the vehicle other than the first wheel.
  • the first wheel is a front wheel, and at least one of the remaining wheels of the vehicle other than the first wheel is a rear wheel.
  • the first wheel is a front wheel, and at least one of the other wheels of the vehicle, excluding the first wheel, is a rear wheel for steering.
  • the rear wheel includes a first rear wheel and a second rear wheel, one of the first rear wheel and the second rear wheel being used for steering in a first direction, and the other of the first rear wheel and the second rear wheel being used for steering in a second direction, the first direction and the second direction being opposite.
  • the first and second rear wheels after steering form a figure-eight shape, with the opening of the figure-eight shape facing the direction in which the front of the vehicle is located.
  • the rear wheel includes a first rear wheel and a second rear wheel, one of which is used to rotate in a third direction, and the other of which is used to rotate in a fourth direction, the third direction being opposite to the fourth direction.
  • the first rear wheel and the first front wheel rotate in the same direction
  • the first rear wheel and the second rear wheel rotate in opposite directions
  • the first front wheel is the other front wheel in the vehicle besides the first wheel
  • the first rear wheel and the first front wheel are on the same side of the vehicle.
  • the first rear wheel and the first front wheel rotate in the direction of the front of the vehicle
  • the second rear wheel rotates in the direction of the rear of the vehicle.
  • a first wheel, a rotating wheel, and a steering wheel are used to realize an arc path in the parking path, where the parking path is a path used to indicate that the vehicle is moving from its current position into the parking position, and the arc path is an arc centered on the first wheel.
  • the parking path includes an arc path and a curved path, wherein the curved path is an arc with its center of curvature on the extension line of the rear axle of the vehicle.
  • the circular path is determined based on the berthing position.
  • the curved path is determined based on the circular path and the vehicle's pose information, where the pose information represents the vehicle's pose at the current position.
  • the processing unit 802 after receiving a parking instruction, is further configured to:
  • the location information of the obstacle is obtained through the communication unit 801; and at least one of the following:
  • the updated parking path is determined based on the location information of the obstacles and the parking position, and parking is performed based on the updated parking path.
  • the processing unit 802 after receiving a parking instruction, is further configured to:
  • the actual position and orientation information of the vehicle is obtained through the communication unit 801;
  • the target torque for the rotating wheel and the target steering angle for the steering wheel are determined based on the deviation.
  • the preset pose information is determined based on the parking path.
  • the wheels used for rotation are controlled according to the target torque, and the wheels used for steering are controlled according to the target steering angle.
  • Figure 9 is a block diagram of an electronic device according to some embodiments.
  • the electronic device 90 may include one or more processors 901, one or more memories 902, and one or more communication interfaces 903. These components may be connected via a bus 904 or other means; Figure 9 illustrates a connection via a bus 904.
  • the communication interface 903 can be used by the electronic device 90 to communicate with other communication devices (e.g., other electronic devices).
  • the communication interface 903 may be a wired interface.
  • the memory 902 can be coupled to the processor 901 via a bus 904 or an input/output port, or the memory 902 can be integrated with the processor 901.
  • the memory 902 is used to store various software programs and/or multiple sets of instructions or data.
  • the memory 902 can be a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or it can be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited thereto.
  • ROM read-only memory
  • RAM random access memory
  • Memory 902 may include high-speed random access memory and may also include non-volatile memory, such as one or more disk storage devices, flash memory devices, or other non-volatile solid-state storage devices.
  • Memory 902 may store an operating system (hereinafter referred to as the system), such as a real-time multitasking operating system (micro-controller operating system, uCOS), VxWorks, RTLinux, or other embedded operating systems.
  • the system such as a real-time multitasking operating system (micro-controller operating system, uCOS), VxWorks, RTLinux, or other embedded operating systems.
  • Memory 902 may also store network communication programs that can be used to communicate with one or more additional devices, one or more user devices, or one or more terminals.
  • Memory 902 may exist independently and be connected to processor 901 via bus 904. Memory 902 may also be integrated with processor 901.
  • memory 902 stores the application code for executing the above scheme, and its execution is controlled by processor 901.
  • Processor 901 executes the application code stored in memory 902.
  • Processor 901 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in connection with this disclosure. Processor 901 may also be a combination that implements a specific function, such as a combination of one or more microprocessors, a combination of a digital signal processor and a microprocessor, etc.
  • ASIC application-specific integrated circuit
  • FPGA field-programmable gate array
  • Some embodiments of this disclosure also provide a vehicle, as shown in FIG10, which includes a first motor, a second motor, a third motor, and electronic equipment as shown in FIG9.
  • the first motor is used to drive the front wheels of the vehicle to rotate.
  • the second motor is used to drive the rotation of the vehicle's first rear wheel.
  • the third motor is used to drive the rotation of the vehicle's second rear wheel.
  • a second motor is used to drive the first rear wheel to rotate in a third direction
  • a third motor is used to drive the second rear wheel to rotate in a fourth direction, the third direction being opposite to the fourth direction.
  • the second motor drives the first rear wheel to rotate in the same direction as the first motor drives the first front wheel to rotate
  • the second motor drives the first rear wheel to rotate in the opposite direction to the third motor drives the second rear wheel to rotate.
  • the first front wheel is the other front wheel in the vehicle besides the first wheel, and the first rear wheel and the first front wheel are on the same side of the vehicle.
  • the first motor controls the first front wheel to rotate in the direction of the front of the vehicle
  • the second motor controls the first rear wheel to rotate in the direction of the front of the vehicle
  • the third motor controls the second rear wheel to rotate in the direction of the rear of the vehicle.
  • Some embodiments of this disclosure also provide a computer-readable storage medium storing instructions that, when executed on at least one processor, implement the aforementioned parking method, such as the method in FIG2.
  • Some embodiments of this disclosure also provide a computer program product including computer instructions that, when executed by a computing device, implement the aforementioned parking method, such as the method in FIG2.
  • the words “for example” or “for instance” are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as “for example” or “for instance” in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the words “for example” or “for instance” is intended to present the relevant concepts by way of example.
  • At least one refers to one or more, and “more than one” refers to two or more.
  • At least one of the following” or similar expressions refer to any combination of these items, including any combination of a single item or a plurality of items.
  • at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple.
  • “And/or” describes the relationship between related objects, indicating that three relationships can exist.
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Abstract

提供一种泊车方法及相关装置。该方法包括：接收泊车指令；锁止车辆的第一车轮，控制车辆的其余车轮的至少一个旋转，且控制车辆的其余车轮的至少一个转向。

Description

泊车方法及相关装置
本申请要求于2024年07月05日提交的、申请号为202410914208.8的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本公开涉及车辆控制技术领域，尤其涉及一种泊车方法及相关装置。
背景技术
随着车辆保有量的不断增长，城市小区，尤其是老旧小区中的泊车问题日益严峻。随着车辆尺寸的增大，进一步加剧了因停车空间小而导致的停车困难等问题。
发明内容
本公开提供一种泊车方法及相关装置。通过锁止车辆的第一车轮，控制车辆中除第一车轮外的其他车轮中的至少一个车轮进行旋转或转向中的至少之一，可以增大车辆的转弯半径，减小了车辆在泊车过程中的调整次数，提高了泊车效率。
第一方面，提供了一种泊车方法，所述方法包括：
接收泊车指令；
锁止车辆的第一车轮，控制所述车辆的其余车轮的至少一个旋转，且控制所述车辆的其余车轮的至少一个转向。
在上述方法中，车辆锁止第一车轮，控制其他车轮中的至少一个车轮旋转，以及，控制其他车轮中的至少一个车轮转向，可以增大车辆的转弯半径、提高车辆的转弯灵敏度。在面临如窄路或者断头路这种泊车空间小的复杂工况的情况下，车辆通过控制车轮锁止、旋转或转向可以减少车辆泊入的时间、提高车辆泊车的效率。由于相关技术中的方案在泊车过程中，没有对车轮的旋转或转向进行控制。所以相关技术中的车辆在泊车中的转弯半径大于本公开一些实施例中的车辆在泊车中的转弯半径，相关技术中的车辆需要通过多次调整姿态才可以泊入泊车空间小的区域。本公开一些实施例通过增大转弯半径，可以减少车辆调整姿态的次数，提高了泊车效率和用户的驾驶感受。
在一些实施例中，所述第一车轮为前轮，所述车辆的其余车轮中至少一个用于旋转的车轮为后轮。
在上述方法中，根据车辆的结构，当第一车轮为前轮，车辆的其余车轮中至少一个用于旋转的车轮为后轮时，车辆以第一车轮为圆心进行旋转需要的驱动力较小。
在一些实施例中，所述第一车轮为前轮，所述车辆的其余车轮中至少一个用于转向的车轮为后轮。
在上述方法中，根据车辆的结构，当第一车轮为前轮，车辆的其余车轮中至少一个用于转向的车轮为后轮时，车辆以第一车轮为圆心进行旋转需要的驱动力较小。
在一些实施例中，所述后轮包括第一后轮和第二后轮，所述第一后轮和所述第二后轮的其中一个用于向第一方向转向，以及，所述第一后轮和所述第二后轮中的另外一个用于向第二方向转向，所述第一方向和所述第二方向相反。
在一些实施例中，转向后的所述第一后轮和所述第二后轮构成八字形，所述八字形的开口方向为所述车辆的车头位于的方向。
在上述方法中，车辆控制第一后轮和第二后轮向反方向转向。可以使得车辆降低以单个前轮为圆心进行旋转的难度，保证了车辆旋转泊车的可行性。
在一些实施例中，所述后轮包括第一后轮和第二后轮，所述第一后轮和所述第二后轮的其中一个用于向第三方向旋转，以及，所述第一后轮和所述第二后轮的另外一个用于向第四方向旋转，所述第三方向和所述第四方向相反。
在一些实施例中，在所述车辆以所述第一车轮为圆心转动时，所述第一后轮和第一前轮的旋转方向相同，所述第一后轮和所述第二后轮的旋转方向相反，所述第一前轮为所述车辆中除所述第一车轮外的另一个前轮，所述第一后轮和所述第一前轮在所述车辆的同一侧。
在一些实施例中，在所述车辆以所述第一车轮为圆心顺时针转动时，所述第一后轮和所述第一前轮用于向所述车辆的车头所在的方向旋转，所述第二后轮向所述车辆的车尾所在的方向旋转。
在上述方法中，由于圆弧路径是以单个前轮为圆心的圆弧，所以依据力的平衡原理，在保证作为圆心的前轮不移动的基础上，实现车辆顺时针旋转或者逆时针旋转，需要控制第一后轮和第二后轮反向旋转。
在一些实施例中，所述第一车轮、用于旋转的车轮和用于转向的车轮用于实现泊车路径中的圆弧路径，所述泊车路径为用于指示所述车辆从当前位置驶入泊入位置的路径，所述圆弧路径为圆心在所述第一车轮的圆弧。
在上述方法中，泊车路径包括以单个前轮为圆心进行旋转的圆弧，可以理解为车辆可以以单个前轮为圆心将车尾进行旋转，相当于车辆在泊车过程中可以原地旋转。与相关技术的泊车方案中，车辆需要通过向前向后向左向右行驶来调整姿态相比，本公开一些实施例通过圆弧路径在原地即可改变车辆的姿态。所以，即使车辆在泊车空间较小的窄路或者断头路进行泊车，车辆可以通过原地的姿态调整来完成泊车。打破了泊车空间对于泊车的限制，增强了自动泊车的能力。
在一些实施例中，所述泊车路径包括所述圆弧路径和曲线路径，所述曲线路径为曲率中心在所述车辆的后轴延长线上的弧线；
所述圆弧路径为基于所述泊入位置确定的；
所述曲线路径为根据所述圆弧路径和所述车辆的位姿信息确定的，所述位姿信息用于表示所述车辆在所述当前位置的位姿。
在上述方法中，由于车辆需要根据圆弧路径来将车身从泊入位置(例如车位)外旋转至泊入位置(例如车位)内，所以圆弧路径与泊入位置(例如车位)的信息有关。车辆根据泊入位置(例如车位)所确定的圆弧路径满足实际工况，保证了车辆泊车的安全性和准确性。
在一些实施例中，所述接收泊车指令之后，还包括：
在所述车辆基于所述泊车路径进行泊车的过程中，获取障碍物的位置信息；和以下至少之一：
根据所述障碍物的位置信息控制所述车辆停车；或，
根据所述障碍物的位置信息和所述泊入位置确定更新后的泊车路径，基于所述更新后的泊车路径进行泊车。
在上述方法中，在车辆泊车的过程中可能还存在其他障碍物，此时，车辆可以执行以下至少之一：车辆通过获取障碍物的位置信息来停车，或，基于障碍物的位置信息来重新规划泊车路径。使得车辆可以避开障碍物，提高了车辆泊车过程中的安全性。
在一些实施例中，在所述接收泊车指令之后，还包括：
获取所述车辆的实际位姿信息；
在所述实际位姿信息与预设位姿信息存在偏差的情况下，根据所述偏差确定用于旋转的车轮的目标扭矩和用于转向的车轮的目标转向角，所述预设位姿信息为根据所述泊车路径确定的；
按照所述目标扭矩来控制所述用于旋转的车轮，以及，按照所述目标转向角来控制所述用于转向的车轮。
在上述方法中，在车辆的位姿与预设的位姿不同时，车辆可以通过调节用于旋转的车轮的扭矩和调节用于转向的车轮的转向角来调节车辆的位姿，使得车辆可以按照预设的泊车路径来进行泊车，提高了泊车的准确性和安全性。
第二方面，提供了一种泊车装置，所述装置包括：
通信单元，被配置为接收泊车指令；
处理单元，被配置为锁止车辆的第一车轮，控制所述车辆的其余车轮的至少一个旋转，且控制所述车辆的其余车轮的至少一个转向。
在一些实施例中，所述第一车轮为前轮，所述车辆的其余车轮中至少一个用于旋转的车轮为后轮。
在一些实施例中，所述第一车轮为前轮，所述车辆的其余车轮中至少一个用于转向的车轮为后轮。
在一些实施例中，所述后轮包括第一后轮和第二后轮，所述第一后轮和所述第二后轮的其中一个用于向第一方向转向，以及，所述第一后轮和所述第二后轮中的另外一个用于向第二方向转向，所述第一方向和所述第二方向相反。
在一些实施例中，转向后的所述第一后轮和所述第二后轮构成八字形，所述八字形的开口方向为所述车辆的车头位于的方向。
在一些实施例中，所述后轮包括第一后轮和第二后轮，所述第一后轮和所述第二后轮的其中一个用于向第三方向旋转，以及，所述第一后轮和所述第二后轮中的另外一个用于向第四方向旋转，所述第三方向和所述第四方向相反。
在一些实施例中，在所述车辆以所述第一车轮为圆心转动时，所述第一后轮和第一前轮的旋转方向相同，所述第一后轮和所述第二后轮的旋转方向相反，所述第一前轮为所述车辆中除所述第一车轮外的另一个前轮，所述第一后轮和所述第一前轮在所述车辆的同一侧。
在一些实施例中，在所述车辆以所述第一车轮为圆心顺时针转动时，所述第一后轮和所述第一前轮用于向所述车辆的车头所在的方向旋转，所述第二后轮向所述车辆的车尾所在的方向旋转。
在一些实施例中，所述第一车轮、用于旋转的车轮和用于转向的车轮用于实现泊车路径中的圆弧路径，所述泊车路径为用于指示所述车辆从当前位置驶入泊入位置的路径，所述圆弧路径为圆心在所述第一车轮的圆弧。
在一些实施例中，所述泊车路径包括所述圆弧路径和曲线路径，所述曲线路径为曲率中心在所述车辆的后轴延长线上的弧线；
所述圆弧路径为基于所述泊入位置确定的；
所述曲线路径为根据所述圆弧路径和所述车辆的位姿信息确定的，所述位姿信息用于表示所述车辆在所述当前位置的位姿。
在一些实施例中，处理单元，在所述接收泊车指令之后，还被配置为：
在所述车辆基于所述泊车路径进行泊车的过程中，通过通信单元获取障碍物的位置信息；和以下至少之一：
根据所述障碍物的位置信息控制所述车辆停车；或，
根据所述障碍物的位置信息和所述泊入位置确定更新后的泊车路径，基于所述更新后的泊车路径进行泊车。
在一些实施例中，处理单元，在所述接收泊车指令之后，还被配置为：
通过通信单元获取所述车辆的实际位姿信息；
在所述实际位姿信息与预设位姿信息存在偏差的情况下，根据所述偏差确定用于旋转的车轮的目标扭矩和用于转向的车轮的目标转向角，所述预设位姿信息为根据所述泊车路径确定的；
按照所述目标扭矩来控制所述用于旋转的车轮，以及，按照所述目标转向角来控制所述用于转向的车轮。
第三方面，提供了一种电子设备，该电子设备包括处理器和存储器；所述处理器与存储器耦合，所述存储器用于存储计算机程序，所述处理器用于调用并运行所述计算机程序，以使得所述电子设备执行如前述第一方面任一项所描述的方法。
在一些实施例中，所述电子设备还包括通信接口，所述通信接口用于接收和/或发送数据，和/或，所述通信接口用于为所述处理器提供输入和/或输出。
需要说明的是，上述实施例是以通过调用计算机指定来执行方法的处理器(或称通用处理器)为例进行说明。在实施过程中，处理器还可以是专用处理器，此时计算机指令已经预先加载在处理器中。在一些实施例中，处理器还可以既包括专用处理器也包括通用处理器。
在一些实施例中，处理器和存储器还可能集成于一个器件中，即处理器和存储器还可以被集成在一起。
第四方面，提供了一种车辆，所述车辆包括第一电机、第二电机、第三电机和如第三方面所述的电子设备。
在一些实施例中，所述第一电机被配置为驱动所述车辆的前轮旋转；
所述第二电机被配置为驱动所述车辆的第一后轮旋转；
所述第三电机被配置为驱动所述车辆的第二后轮旋转。
在一些实施例中，所述第二电机被配置为驱动所述第一后轮向第三方向旋转，所述第三电机被配置为驱动所述第二后轮向第四方向旋转，所述第三方向和所述第四方向相反。
在一些实施例中，在所述车辆以第一车轮为圆心转动时，所述第二电机驱动所述第一后轮旋转的方向与所述第一电机驱动第一前轮旋转的方向相同，所述第二电机驱动所述第一后轮旋转的方向与所述第三电机驱动所述第二后轮旋转的方向相反，所述第一前轮为所述车辆中除所述第一车轮外的另一个前轮，所述第一后轮和所述第一前轮在所述车辆的同一侧。
在一些实施例中，在所述车辆以所述第一车轮为圆心顺时针转动时，所述第一电机控制所述第一前轮旋转的方向为所述车辆的车头所在的方向，所述第二电机控制所述第一后轮旋转的方向为所述车头所在的方向，所述第三电机控制所述第二后轮旋转的方向为所述车辆的车尾所在的方向。
第五方面，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中存储有计算机程序，当所述计算机程序在计算机或处理器上运行时，实现如前述第一方面任一项所描述的方法。
第六方面，提供了一种计算机程序产品，所述计算机程序产品包括计算机指令，当所述计算机指令被如第四方面所述的车辆运行时，使得所述车辆实现如前述第一方面任一项所描述的方法。
本公开第二方面至第六方面所提供的技术方案，其有益效果可以参考第一方面的技术方案的有益效果，此处不再赘述。
附图说明
下面将对实施例描述中所需要使用的附图作简单的介绍。
图1是根据一些实施例的一种车辆的架构示意图；
图2是根据一些实施例的一种泊车方法的流程图；
图3是根据一些实施例的一种圆弧路径的示意图；
图4是根据一些实施例的一种按曲线路径行驶的示意图；
图5是根据一些实施例的一种按圆弧路径行驶的示意图；
图6是根据一些实施例的一种泊车路径的示意图；
图7是根据一些实施例的一种旋转泊车方法的流程图；
图8是根据一些实施例的一种泊车装置的框图；
图9是根据一些实施例的一种电子设备的框图；
图10是根据一些实施例的一种车辆的框图。
具体实施方式
下面结合附图对本公开一些实施例进行详细介绍。
本公开的说明书和权利要求书及所述附图中的术语“第一”、“第二”、“第三”和“第四”等是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备没有限定于已列出的步骤或单元，而是可选的还包括没有列出的步骤或单元，或可选的还包括对于这些过程、方法、产品或设备固有的其它步骤或单元。
为了便于理解本公开的实施例，下面先分析并提出本公开所要解决的技术问题。
在车辆泊车过程中，通常是通过控制车辆前轮的转向来泊入目标位置的。所以，目标位置附近需要具备足够的空间来供车辆泊入目标位置。而在断头路、窄路等特殊路况下，由于可供泊车的空间较小，车辆受限于转弯半径，可能需要多次调整位姿才可以泊入。即使在车辆的自动泊车中，由于大部分车辆仅依靠前轮转动，会导致车辆的转弯半径较小。所以在面对复杂路况下，受限于车辆的转弯半径，自动泊车的难度较大，泊车时间较长、泊车体验感差。
当前车辆的自动泊车系统大多基于传统的车辆架构，即通过前轮的转动来控制车辆的转向、通过发电机或电机中的至少之一输出一定的扭矩来同时驱动所有的车轮等。因此会导致整车姿态的可调整范围受限，在面对泊车空间较小的区域时，车辆需要多次调整姿态才可能泊入。
在通过控制后轮转向来扩大整车姿态的可调整范围的方案中，虽然通过后轮转向可以加大车辆的转弯半径，使得整车姿态的可调整范围增大，但是，受限于泊车算法开发能力的不足和后转泊车工程化难度高的问题，后转泊车的方案无法应用在无人驾驶中，需要用户通过方向盘来一步步地调整车辆的姿态。然而，由于后轮转向的加入，使得车辆本身状态和常规转向的差异性过大，导致用户不熟悉转向。从而导致用户无法通过调整车辆的姿态将车辆泊入目标位置，反而增加了用户的泊车难度。
为解决上述问题，本公开一些实施例提供一种泊车方法，车辆在接收到泊车指令后，可以通过锁止第一车轮，控制车辆的除第一车轮外的其余车轮中的至少一个车轮旋转，且控制车辆的除第一车轮外的其余车轮中的至少一个车轮转向来实现泊车路径中的圆弧路径。这里，圆弧路径是圆心在第一车轮时车辆行驶的圆弧。车辆通过圆弧路径可以减小转弯半径，提高了在断头路、窄路等特殊路况下的泊车能力。
下面对本公开一些实施例应用的系统架构进行介绍。需要说明的是，本公开描述的系统架构及业务场景是为了更加清楚的说明本公开的技术方案，并不构成对于本公开提供的技术方案的限定，本领域普通技术人员可知，随着系统架构的演变和新业务场景的出现，本公开提供的技术方案对于类似的技术问题，同样适用。
图1是根据一些实施例的一种车辆的架构示意图。如图1所示，车辆10包括电机101、电机102、电机103、转向装置104、转向装置105、刹车卡钳106、刹车卡钳107、刹车卡钳108和刹车卡钳109。需要说明的是，图1中的车辆10中的电机、转向装置、刹车卡钳的数量和安装位置是一种可能的情况。电机、转向装置或刹车卡钳的数量可以少于或多于图1中示出的数量，此处不做限定。
车辆10可以是通过电能进行驱动的车辆、或者是通过新能源混合动力驱动的车辆(汽车)。在一些实施例中，当车辆10为通过电能进行驱动的车辆时，可以是新能源汽车，例如纯电动汽车、增程式电动汽车、混合动力汽车、燃料电池电动汽车等。当车辆10为汽车时，可以是轿车、越野车、货车、公共汽车或面包车等。
电机，例如电机101、电机102和电机103通常是车辆10的动力源，是一种将电能转换为机械能的设备。电机位于车辆10的车轮之间或车辆10底盘的底部，根据车辆10设计和布局的不同，电机的位置和布置也会有所不同。车辆10通过控制电机的转速或扭矩中的至少之一来产生施加于车轮的驱动力，从而驱动车辆行驶。
电机101位于车辆10的前轴，用于驱动左前轮和右前轮旋转，例如向前旋转或向后旋转。车辆10在确定出泊车路径后，车辆10可以基于泊车路径所指示的前轮的扭矩，通过电机101给前轮施加对应的扭矩使得前轮旋转。
电机102位于车辆10的后轴，用于驱动左后轮旋转，例如向前旋转或向后旋转。车辆10在确定出泊车路径后，车辆10可以基于泊车路径所指示的左后轮的扭矩，通过电机102给左后轮施加对应的扭矩使得左后轮旋转，来实现泊车。
电机103位于车辆10的后轴，用于驱动右后轮旋转，例如向前旋转或向后旋转。车辆10在确定出泊车路径后，车辆10可以基于泊车路径所指示的右后轮的扭矩，通过电机103给右后轮施加对应的扭矩使得右后轮旋转，来实现泊车。
转向装置104用于驱动左后轮转动，例如向左或向右转动。车辆10在确定出泊车路径后，车辆10可以基于泊车路径所指示的左后轮的转向角，通过转向装置104来控制左后轮转动到对应的角度。
例如，转向装置104可以控制左后轮向左转动0度至10度之间的任意角度，还可以控制左后轮向右转动0度至10度之间的任意角度。
转向装置105用于驱动右后轮转动，例如向左或向右转动。车辆10在确定出泊车路径后，车辆10可以基于泊车路径所指示的右后轮的转向角，通过转向装置105来控制右后轮转动到对应的角度。
例如，转向装置105可以控制右后轮向左转动0度至10度之间的任意角度，还可以控制右后轮向右转动0度至10度之间的任意角度。
可以理解的是，车辆10可以通过方向盘的转动来带动前轮转向，所以车辆10上已经有一套用于控制前轮转向的转向装置。本公开一些实施例可以通过车辆10上已有的转向装置来控制前轮的转向，不再安装新的转向装置。在一些实施例中，车辆10可以通过上述已有的转向装置来控制左前轮和右前轮同时向左转动，车辆10还可以通过上述已有的转向装置来控制左前轮和右前轮同时向右转动。
刹车卡钳是车辆制动系统中的一个重要部件，用于施加制动力使车轮锁止、减速或停止旋转。刹车卡钳通常安装在车轮周围，与刹车盘相连。例如，图1所示的刹车卡钳106、刹车卡钳107、刹车卡钳108和刹车卡钳109可以分别控制车轮锁止、减速或停止旋转。
在一些实施例中，在车辆10确定的泊车路径包含圆弧路径时，若圆弧路径是以左前轮为圆心的圆弧，那么车辆10通过刹车卡钳106来制动左前轮，使左前轮锁止而无法转动。然后，车辆10通过电机101控制右前轮向前旋转、通过转向系统控制右前轮向圆弧路径所指示的旋转方向转动。车辆10通过电机102控制左后轮向后旋转、通过转向装置104控制左后轮向左转动。车辆10通过电机103控制右后轮向前旋转、通过转向装置105控制右后轮向右转动。从而，车辆10可以以左前轮为圆心按照圆弧路径进行逆时针旋转。
在一些实施例中，在车辆10确定的泊车路径包含圆弧路径时，若圆弧路径是以右前轮为圆心的圆弧，那么车辆10通过刹车卡钳107来制动右前轮，使右前轮锁止而无法转动。然后，车辆10通过电机101控制左前轮向前旋转、通过转向系统控制左前轮向圆弧路径所指示的旋转方向转动。车辆10通过电机102控制左后轮向前旋转、通过转向装置104控制左后轮向左转动。车辆10通过电机103控制右后轮向后旋转、通过转向装置105控制右后轮向右转动。从而，车辆10可以以右前轮为圆心按照圆弧路径进行顺时针旋转。
下面对本公开一些实施例的方法进行详细介绍。
图2是根据一些实施例的一种泊车方法的流程图，该泊车方法应用于如图1所示的车辆。如图2所示，该泊车方法包括但不限于步骤S201和步骤S202。
步骤S201，接收泊车指令。
在一些实施例中，车辆在接收到泊车指令后执行泊车功能。这里，泊车指令可以是车辆响应于用户操作而产生的指令，或者是车辆接收到的来自其他电子设备的指令。
在一些实施例中，用户可以通过车辆中的物理按钮、显示屏中的触摸控件或语音功能控制车辆进行自动泊车模式。例如，车辆向用户提供可以选择的一个或多个泊入位置，用户可以根据车辆当前位置，从一个或多个泊入位置中选择出目标泊入位置。车辆响应于用户操作，根据用户选择的泊入位置来规划泊车路径。
在一种实施方式中，车辆在自动泊车前，可以先确定从当前位置行驶到泊入位置的泊车路径。这里，泊入位置可以是实际的车位或者是车辆可以泊入的区域。
在一些实施例中，车辆可以通过摄像装置或者雷达获取当前位置和泊入位置的环境信息，例如，环境信息可以是包括但不限于当前位置到泊入位置的距离、当前位置和泊入位置之间是否存在障碍物、车辆与障碍物间的距离等等。然后，车辆基于环境信息确定出从当前位置到泊入位置间的泊车路径。
在一种实施方式中，泊车路径包括曲线路径和圆弧路径。
在一些实施例中，曲线路径是指曲率中心在车辆的后轴延长线上的弧线。当车辆的车轮同向(向前或向后)旋转时，车辆通过控制前轮向左或向右转动一定的角度可以实现曲线路径。圆弧路径是指圆心在第一车轮的圆弧，例如车辆以左前轮为圆心进行旋转、或者车辆以右前轮为圆心进行旋转得到的轨迹是圆弧。
在一种实施方式中，车辆根据泊入位置来确定泊车路径中的圆弧路径。然后，根据车辆的位姿信息和圆弧路径来确定曲线路径。最后，车辆根据曲线路径和圆弧路径可以确定泊车路径。这里，泊入路径用于指示车辆从当前位置驶入泊入位置的路径，位姿信息用于表示车辆在当前位置的位姿。
在一些实施例中，由于车辆需要根据圆弧路径来将车身从车位外旋转至车位内，所以圆弧路径与车位的信息有关。车辆可以先根据泊入位置(例如车位的信息)来确定圆弧路径。然后车辆根据圆弧路径确定旋转位置，旋转位置可以是圆弧路径的起点。车辆确定出当前位置到旋转位置之间的路径即为曲线路径，然后结合曲线路径和圆弧路径确定出泊车路径。
在一种实施方式中，车辆根据车位的位置信息来确定圆弧轨迹的圆心位置和圆心角，从而根据圆心位置和圆心角确定出圆弧路径。
在一些实施例中，由于车辆需要基于圆弧路径将车身从车位外旋转至车位内，所以，车辆可以根据车位的位置、车位的长宽、车辆的尺寸等参数，来确定车辆开始旋转的位置以及车辆需要旋转的角度。在一些实施例中，车辆可以通过圆弧路径的圆心位置来表征车辆开始旋转的位置，通过圆弧路径的圆心角来表征车辆需要旋转的角度。然后根据圆心位置和圆心角来确定圆弧路径。
在一种实施方式中，车辆基于车辆的当前位姿信息和圆弧路径的圆心位置，通过搜索算法确定出从车辆的初始位置到圆弧路径的旋转位置的曲线路径。
在一些实施例中，车辆的初始位置可以由车辆的位姿信息确定，圆弧路径的旋转位置可以由圆弧路径的圆心位置确定。车辆在根据车位的信息确定出圆弧路径后，可以通过搜索算法得到从初始位置到旋转位置的路径，这样，可以使得确定的曲线路径更符合实际工况。
在一些实施例中，车辆可以根据车位的位置、车位的长宽、车辆的尺寸等信息，确定出可以将车辆旋转至车位的旋转位置的范围，即车辆可以开始以目标前轮为圆心进行旋转的坐标点的范围。例如，车辆可以从位置A开始以左前轮为圆心进行旋转，车辆还可以从位置B和位置C开始旋转。那么，上述旋转位置的范围包括位置A、位置B和位置C。
并且，由于旋转位置不同，车辆旋转进车位的旋转角度也不同。例如，车辆在位置A旋转角度A1可以泊入车位、车辆在位置B旋转角度B1可以泊入车位、车辆在位置C旋转角度C1可以泊入车位。那么，车辆旋转角度的范围包括角度A1、角度B1和角度C1。
因此，车辆根据几何法确定圆弧路径的旋转位置的范围和旋转角度的范围后，可以根据搜索算法确定出从初始位置到旋转位置间的路径。所以，上述在根据泊车经验基于几何法确定出车辆绕单轮旋转的范围后，再根据搜索算法来确定路径。这样，可以提升搜索路径的效率，并规划出较优的泊车路径。
在一种实施方式中，车辆根据车辆的位姿和圆弧路径的圆心位置确定曲线路径的半径和圆心角。然后，根据曲线路径的半径和圆心角来确定曲线路径。
在一些实施例中，在确定出圆弧路径后，可以根据圆心位置确定出旋转位置，即圆弧路径的起点。然后，车辆通过几何法，规划出从初始位置到旋转位置的曲线路径。例如，车辆通过几何法先确定曲线路径的半径和圆心角，即可根据半径和圆心角确定出曲线路径。
在一种实现中，车辆可以通过几何法确定泊车路径。
例如，车辆基于车位的信息，通过几何法确定出圆弧路径的圆心角，然后根据圆弧路径的圆心角确定出圆弧路径的起点。车辆通过几何法基于圆弧路径的起点确定曲线路径的半径和圆心角。若车辆的初始位置到曲线路径的起点之间还有距离，那么车辆可以在初始位置和曲线路径的起点之间添加直线路径来连接初始位置和曲线路径的起点。这里，直线路径可以是与平行车位平行的直线，也就是说，车辆在曲线路径的起点时，是与平行车位相平行的状态。最后，将直线路径、曲线路径和圆弧路径依次连接，得到泊车路径。
在一种实现中，还可以通过搜索算法来确定泊车路径。
例如，车辆通过搜索算法在规划泊车路径的过程中，除了引入RS(reeds-shepp)曲线来扩展节点外，还可以引入绕前轮旋转所生成的圆弧曲线，来增加路径规划求解的空间。这样，可以使得通过搜索算法规划出来的泊车路径中的旋转位置为最优位置，以及泊车路径为最优路径。这里，最优路径可以理解为路径的位移最小、或时间最短、或换挡次数最少等。
步骤S202，锁止车辆的第一车轮，控制车辆的其余车轮的至少一个旋转，且控制车辆的其余车轮的至少一个转向。
在一些实施例中，车辆的其余车轮是指除第一车轮外的其余车轮。车辆可以通过刹车卡钳来锁止第一车轮，通过电机来驱动除第一车轮外的其他车轮中的至少一个车轮旋转，通过转向装置控制除第一车轮外的其他车轮中的至少一个车轮转向。这里，控制车轮旋转可以是控制车轮向前旋转或者向后旋转，控制车轮转向可以是控制车轮向左转向或者向右转向。
在一些实施例中，当车辆以左前轮为圆心逆时针旋转时，车辆可以将左前轮锁止，控制除左前轮外的其他车轮中的至少一个进行旋转或转向中的至少之一。例如，车辆控制右后轮向前旋转，以及，控制右后轮向右转向，可以使得车辆以左前轮为圆心逆时针旋转。
在一些实施例中，当车辆以前进的方式泊车时，以车辆泊入右侧的平行车位为例。车辆可以先以前进的方式将车头驶入右侧的平行车位，此时车尾还在车位外。所以车辆需要将车尾旋转进车位中。例如，车辆可以将任意一个前轮作为第一车轮，控制除第一车轮外的至少一个车轮旋转，控制除第一车轮外的至少一个车轮转向。然后，以第一车轮为圆心，将车尾旋转至车位内，从而完成泊车。
在一些实施例中，车辆按照泊车路径泊入车位后，车辆还可以根据泊车路径泊出车位。例如，车辆在车位中可以将任意一个前轮作为第一车轮，控制除第一车轮外的其余车轮中的至少一个车轮旋转，控制除第一车轮外的其余车轮中的至少一个车轮转向。然后，以第一车轮为圆心，将车尾旋转到车位外。由于此时车身方向与平行车位具有一定夹角，所以车辆可以以倒车的方式直接驶出车位。本公开一些实施例用于车辆在前后的空间较小的情况下，无需前后移动，即可在以第一车轮旋转后以倒车的方式驶出车位。
在一种实施方式中，第一车轮为前轮，车辆的其余车轮中至少一个用于旋转的车轮为后轮。
在一些实施例中，由于车辆的结构，当第一车轮为前轮，车辆的其余车轮中至少一个用于旋转的车轮为后轮时，车辆绕第一车轮旋转所需要的驱动力较小，易于车辆以第一车轮为圆心转向。所以可以将第一车轮作为前轮，车辆的其余车轮中至少一个用于旋转的车轮作为后轮。
同样的，当第一车轮为后轮，车辆的其余车轮中至少一个用于旋转的车轮为前轮时，车辆绕第一车轮旋转所需要的驱动力较小。
在一种实施方式中，第一车轮为前轮，车辆的其余车轮中至少一个用于转向的车轮为后轮。
在一些实施例中，由于车辆的结构，当第一车轮为前轮，车辆的其余车轮中至少一个用于转向的车轮为后轮时，车辆绕第一车轮旋转所需要的驱动力较小，易于车辆以第一车轮为圆心转向。所以可以将第一车轮作为前轮，车辆的其余车轮中至少一个用于转向的车轮作为后轮。
同样的，当第一车轮为后轮，车辆的其余车轮中至少一个用于转向的车轮为前轮时，车辆绕第一车轮旋转所需要的驱动力较小。
在一种实施方式中，车辆的后轮包括第一后轮和第二后轮，第一后轮和第二后轮的其中一个用于向第一方向转向，以及，第一后轮和第二后轮中的另外一个用于向第二方向转向，第一方向和第二方向相反。
在一些实施例中，转向后的第一后轮和第二后轮构成八字形，八字形的开口方向为车辆的车头位于的方向。例如，八字形的开口方向为其两个开口中较大的开口。
例如，以第一后轮为左后轮、第二后轮为右后轮，第一方向为向左的方向，第二方向为向右的方向为例。车辆控制左后轮向左转向，以及，控制右后轮向右转向，转向后的左后轮和右后轮呈现“外八”的姿态，即，转向后的左后轮和右后轮构成八字形，并且八字形的开口方向为车辆的车头位于的方向。根据车辆结构，上述“外八”的姿态主要用于车辆在前进且转向时使用。
在一些实施例中，车辆控制左后轮向右转向，以及，控制右后轮向左转向，使得左后轮和右后轮呈现“内八”的姿态，即转向后的左后轮和右后轮构成八字形，并且八字形的开口方向为车辆的车尾位于的方向。根据车辆结构，上述“内八”的姿态主要用于车辆在倒车且转向时使用。
在一种实施方式中，车辆的后轮包括第一后轮和第二后轮，第一后轮和第二后轮的其中一个用于向第三方向旋转，以及，第一后轮和第二后轮的另外一个用于向第四方向旋转，第三方向和第四方向相反。
在一些实施例中，由于第一车轮为前轮，所以车辆是以前轮为圆心进行旋转的。车辆可以通过控制第一后轮和第二后轮按照相反方向旋转，来为车辆提供相反方向的作用力，使得车辆可以实现原地旋转。
在一种实施方式中，在车辆以第一车轮为圆心转动时，第一后轮和第一前轮的旋转方向相同，第一后轮和第二后轮的旋转方向相反，第一前轮为车辆中除第一车轮外的另一个前轮，第一后轮和第一前轮在车辆的同一侧。
在一些实施例中，根据车辆的结构，由于车辆是以第一车轮为圆心进行旋转的，所以第一车轮对侧的车轮(例如，第一前轮和第一后轮)的旋转方向是一致的。并且，第一车轮同侧的车轮(例如第二后轮)的旋转方向与第一后轮的旋转方向相反。车辆基于上述旋转方向来控制第一前轮、第一后轮和第二后轮的旋转，可以降低车辆绕第一车轮旋转的驱动力。
在一些实施例中，在车辆以第一车轮为圆心顺时针转动时，第一后轮和第一前轮用于向车辆的车头所在的方向旋转，第二后轮向车辆的车尾所在的方向旋转。
在一种实施方式中，第一车轮为第一前轮，此时，除第一车轮之外的另一个前轮为第二前轮。车辆锁止第一前轮，控制第二前轮向第一方向转向和向第四方向旋转，控制第一后轮向第一方向转向和向第三方向旋转，以及，控制第二后轮向第二方向转向和向第四方向旋转，这里，第二前轮和第二后轮在车辆的同一侧。
在一些实施例中，根据车辆的结构，当第一后轮和第二后轮呈现“外八”的姿态，以及第二前轮向车辆的内侧转向，可以降低车辆以第一车轮为圆心进行旋转的驱动力。这里，第二前轮向车辆的内侧转向可以以第二前轮为左前轮为例进行说明：左前轮的外侧为左侧、左前轮的内侧为右侧，所以左前轮向内侧转向即为向右侧转向。
根据车辆的结构，由于车辆是以第一前轮为圆心进行旋转的，所以第一前轮对侧的车轮(例如，第二前轮和第二后轮)的旋转方向是一致的。并且，第一前轮同侧的车轮(例如第一后轮)的旋转方向与第二后轮的旋转方向相反。第二前轮、第一后轮和第二后轮的旋转方向在上述条件下，可以降低车辆绕第一车轮旋转的驱动力。
图3是根据一些实施例的一种圆弧路径的示意图，如图3所示，以车辆的右前轮为第一车轮为例进行说明。车辆以右前轮为圆心顺时针旋转，所以车辆通过右前轮的刹车卡钳来制动右前轮，使得右前轮锁止而无法转动。然后，由于车辆需要顺时针旋转，所以车辆通过前轴的电机来控制左前轮正向旋转，即，车辆通过前轴的电机来为左前轮提供向前旋转的驱动力。车辆通过左后轮的电机来控制左后轮与左前轮同向旋转，即，车辆通过左后轮的电机来为左后轮提供向前旋转的驱动力。车辆通过右后轮的电机来控制右后轮与左前轮反向旋转，即，车辆通过右后轮的电机来为右后轮提供向后旋转的驱动力。
可以理解的是，车辆通过使第一车轮(例如图3中的右前轮)对侧的车轮(例如图3中的左前轮和左后轮)同向旋转，即向车头所在的方向旋转，使第一车轮(例如图3中的右前轮)同侧的车轮(例如图3中的右后轮)反向旋转，即向车尾所在的方向旋转。可以使得除第一车轮外的一个或多个车轮发生滑移，从而实现车辆绕右前轮旋转。
如图3所示，上述方案为车辆通过电机控制车轮的前后旋转，来以任意前轮为圆心实现整车的旋转。为了进一步降低车辆旋转的难度、提高车辆旋转的半径。车辆还可以在控制车轮前后旋转的基础上，通过控制车轮左右转动来实现圆弧路径。
在一些实施例中，在图3中，车辆通过转向装置控制左后轮向左转动、控制右后轮向右转动、控制左前轮向右转动，可以降低车辆以右前轮为圆心进行顺时针旋转的难度。可以看出，此时左后轮和右后轮构成八字形，且八字形的开口方向为车头位于的方向。
可以理解的是，车辆通过控制除第一车轮外的至少一个车轮旋转，可以为车辆以第一车轮为圆心进行旋转提供驱动力。车辆通过控制除第一车轮外的至少一个车轮转向，例如图3中左后轮向左转动、右后轮向右转动，可以使得车辆更容易旋转。
在一些实施例中，车辆控制车轮转向的角度可以是0度至10度之间的任意值。例如，车辆可以控制车轮向左转动10度、或者控制车轮向右转动10度。
下面将以第一前轮为第一车轮为例来说明车辆对其余车轮的控制情况。
在一种实施方式中，车辆控制除第一车轮外的1个车轮旋转且1个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转且转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮旋转且转向。
在一些实施例中，车辆锁止第一前轮，控制第二后轮旋转且转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，且控制第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，且控制第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮旋转，且控制第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮转向，且控制第二后轮旋转。
在一种实施方式中，车辆控制除第一车轮外的2个车轮旋转且1个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，控制第一后轮旋转且转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，控制第一后轮旋转，控制第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转且转向，控制第一后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，控制第二后轮旋转且转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转且转向，控制第二后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，控制第一后轮转向，控制第二后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向，控制第一后轮和第二后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第一后轮旋转和转向，控制第二后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第一后轮旋转，控制第二后轮旋转和转向。
在一种实施方式中，车辆控制除第一车轮外的3个车轮旋转且1个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮旋转，控制第二前轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮旋转，控制第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮旋转，控制第二后轮转向。
在一种实施方式中，车辆控制除第一车轮外的1个车轮旋转且2个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向，控制第一后轮转向且旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向，控制第一后轮转向，控制第二后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向且旋转，控制第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向，控制第二后轮转向且旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向且旋转，控制第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮转向，控制第一后轮旋转，控制第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转，控制第一后轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮转向和旋转，控制第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮转向，控制第二后轮转向和旋转。
在一种实施方式中，车辆控制除第一车轮外的2个车轮旋转且2个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮和第一后轮旋转，控制第二前轮和第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮和第一后轮旋转，控制第二前轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮和第一后轮旋转，控制第一后轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮和第二后轮旋转，控制第二前轮和第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮和第二后轮旋转，控制第二前轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮和第二后轮旋转，控制第一后轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮和第二后轮旋转，控制第一前轮和第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮和第二后轮旋转，控制第一前轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第一后轮和第二后轮旋转，控制第一后轮和第二后轮转向。
在一种实施方式中，车辆控制除第一车轮外的3个车轮旋转且2个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮旋转，控制第二前轮和第一后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮旋转，控制第二前轮和第二后轮转向。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮旋转，控制第一后轮和第二后轮转向。
在一种实施方式中，车辆控制除第一车轮外的1个车轮旋转且3个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮转向，控制第二前轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮转向，控制第一后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮转向，控制第二后轮旋转。
在一种实施方式中，车辆控制除第一车轮外的2个车轮旋转且3个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮转向，控制第二前轮和第一后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮转向，控制第二前轮和第二后轮旋转。
在一些实施例中，车辆锁止第一前轮，控制第二前轮、第一后轮和第二后轮转向，控制第一后轮和第二后轮旋转。
在一实施方式中，车辆控制除第一车轮外的3个车轮旋转且3个车轮转向的情况如下：
在一些实施例中，车辆锁止第一前轮，控制第二前轮旋转且转向，控制第一后轮旋转且转向，控制第二后轮旋转且转向。
上述介绍了车辆对车轮锁止、旋转以及转向的控制情况，下面将对车辆通过控制车轮锁止、旋转和转向来实现泊车进行介绍。
在一种实施方式中，在车辆的泊车过程中，根据泊车路径控制车轮的旋转和转向。
在一些实施例中，车辆通过至少两个电机来分别控制第一后轮的扭矩和第二后轮的扭矩，使得第一后轮和第二后轮存在差扭，即第一后轮的扭矩和第二后轮的扭矩不一致。车辆还可以通过后轮转向装置来分别控制第一后轮、第二后轮的转向方向和转向角。由此，车辆通过控制第一后轮和第二后轮间的差扭、以及控制第一后轮和第二后轮转向，可以增大车辆的转弯半径和转弯灵敏性。即使在泊车空间较小的场景下，例如窄路泊车场景、断头路泊车场景等场景下，车辆可以具备较好的转弯性能。从而可以减少泊车过程中的调整次数、提高了泊车效率。
在一种实施方式中，车辆根据曲线路径控制第一前轮和第二前轮向同一方向转向。根据曲线路径控制第一前轮、第二前轮、第一后轮和第二后轮向同一方向旋转，从而使得车辆可以按照曲线路径行驶。
在一些实施例中，由于曲线路径是以车辆后轴的延长线上的一点为曲率中心的曲线，曲线路径是根据传统的阿克曼底盘模型确定的。所以，车辆可以在控制车轮同向旋转(向前或向后)的基础上，同时控制前轮转向来实现曲线路径。例如，若车辆控制车轮同时向前旋转，同时，车辆控制前轮向左转动，那么车辆将根据前轮的转向角向左前方行驶。
图4是根据一些实施例的一种按曲线路径行驶的示意图，如图4所示，车辆需要泊入平行车位，车辆从位置A开始按照曲线路径行驶到位置B。车辆在位置A时是与平行车位相平行的状态，在位置B时，车辆的车头驶入了车位、车尾还在车位外。在一些实施例中，车辆通过控制前轴电机正转，来控制前轮向前旋转。车辆通过控制后轴的两个电机正转，来控制第一后轮和第二后轮向前旋转。然后，车辆根据曲线路径控制前轮向右转动一定角度，使得车辆向右前方从位置A行驶到位置B。
在一种实施方式中，车辆根据圆弧路径锁止第一车轮、控制除第一车轮外的至少一个车轮旋转，以及控制除第一车轮外的至少一个车轮转向。
例如，以第一车轮为前轮，第一后轮和第二后轮用于旋转为例。由于圆弧路径是以单个前轮(例如第一车轮)为圆心的圆弧，所以依据力的平衡原理，在保证作为圆心的第一车轮不移动的基础上，实现车辆顺时针旋转或者逆时针旋转，需要控制第一后轮和第二后轮反向旋转。例如，车辆通过控制第一后轮扭矩使第一后轮向第三方向旋转，通过控制第二后轮扭矩使第二后轮向第四方向旋转，来实现圆弧路径。这里，第三方向和第四方向相反。
图5是根据一些实施例的一种按圆弧路径行驶的示意图，如图5所示，车辆从位置B按照圆弧路径行驶到位置C。这里，图5的位置B对应图4的位置B。车辆以左前轮为圆心逆时针旋转，使得车尾泊入车位。所以车辆通过左前轮的刹车卡钳来制动左前轮，使得左前轮锁止而无法转动。然后，车辆可以控制除左前轮外的至少一个车轮旋转，以及控制除左前轮外的至少一个车轮转向来将车尾旋转进车位。例如，由于车辆需要逆时针旋转，所以车辆通过前轴的电机来控制右前轮正向旋转，即，车辆通过前轴的电机来为右前轮提供向前旋转的驱动力。车辆通过右后轮的电机来控制右后轮与右前轮同向旋转，即，车辆通过右后轮的电机来为右后轮提供向前旋转的驱动力。车辆通过左后轮的电机来控制左后轮与右前轮反向旋转，即，车辆通过左后轮的电机来为左后轮提供向后旋转的驱动力。从而，可以使得车辆从位置B将车尾旋转至位置C。
在图5中，车辆在控制车轮前后旋转的基础上，还可以通过控制车轮左右转向来实现圆弧路径。在一些实施例中，车辆通过转向装置控制左后轮向左转动、控制右后轮向右转动、控制右前轮向右转动，可以降低车辆以左前轮为圆心进行逆时针旋转的难度。
在一些实施例中，当平行车位在车辆的右侧时，车辆可以先移动到车位的后方，然后根据曲线路径将车头驶入车位，例如图4的位置B。然后根据圆弧路径绕左前轮逆时针旋转，使得车尾进入车位、完成泊车，例如图5的位置C。
图6是根据一些实施例的一种泊车路径的示意图，如图6所示，直线1为直线路径、曲线2为曲线路径、曲线3为圆弧路径。可以理解的是，若车辆的初始位置在曲线路径的起点时，泊车路径可以不包含直线路径，即车辆可以根据曲线2和曲线3完成泊车。车辆从位置1控制车轮向前旋转，以实现直线1。然后，车辆控制车轮向前旋转、控制前轮向右转动，根据曲线2将车头驶入车位，即驶入位置2。车辆根据曲线3绕左前轮逆时针旋转到达位置3，使得车尾进入车位、完成泊车。
在一些实施例中，当平行车位在车辆的左侧时，车辆可以先移动到车位的后方，然后根据曲线路径将车头驶入车位。然后根据圆弧路径绕右前轮顺时针旋转，使得车尾进入车位、完成泊车。
在一种实施方式中，由于车辆根据圆弧路径来绕单轮进行旋转时，每个车轮所行驶的距离可能不同，需要对车辆旋转的精度和稳定性进行控制。所以，车辆可以通过感知信息来动态调整多个电机的扭矩或转速，来提高车辆旋转的精度。
在一些实施例中，感知信息可以是通过车辆上安装的摄像装置或雷达等智能驾驶传感器中的至少之一，来对车辆的状态和周围的环境进行全方位、不间断的智能感知。例如，车辆通过获取周围的环境来确定可供泊车的空间、周围障碍物的情况等信息，以此来调整电机的输出。通过分别控制第一后轮的扭矩和第二后轮的扭矩，可以使得车辆的行驶更符合实际的行驶环境。
车辆还可以通过陀螺仪、摄像装置或雷达等传感器来获取车辆的行驶状态，例如根据车辆的行驶状态来判断车身是否稳定。从而通过调节第一后轮的扭矩和第二后轮的扭矩，来使得车身更加稳定。
此外，车辆可以通过轮速传感器、扭矩传感器等传感器采集到的参数实时计算路面摩擦力。根据路面摩擦力的变化分别调整多个电机的扭矩或转速输出，并且结合智驾感知和底盘感知，实现对多个电机旋转的闭环控制，从而提高车辆旋转的精度和平稳性。
在一些实施例中，该泊车方法还包括：车辆在基于泊车路径进行泊车的过程中，可以获取障碍物的位置信息，然后，执行以下至少之一：根据障碍物的位置信息控制车辆停车；或，根据障碍物的位置信息和泊入位置确定更新后的泊车路径，基于更新后的泊车路径进行泊车。
在一些实施例中，车辆在基于泊车路径来泊车的过程中，可能会有其他障碍物出现在泊车路径上，所以车辆可以通过感知设备来获取障碍物的位置。若车辆与障碍物的距离较近，那么车辆可以通过停车来避让障碍物。或者，车辆还可以基于障碍物的位置来重新规划泊车路径，得到更新后的泊车路径。然后，车辆基于更新后的泊车路径继续进行泊车。这里，车辆的感知设备包括但不限于摄像装置、雷达等。障碍物包括但不限于其他车辆、行人、非机动车等。
在一种实施方式中，车辆在泊车过程中，获取车辆的实际位姿信息。在实际位姿信息与预设位姿信息存在偏差的情况下，根据偏差确定用于旋转的车轮的目标扭矩和用于转向的车轮的目标转向角。然后，按照目标扭矩来控制用于旋转的车轮，以及，按照目标转向角来控制用于转向的车轮。
在一些实施例中，车辆根据泊车路径确定预设位姿信息。然后，车辆实时通过感知系统来检测实际位姿信息与预设位姿信息是否存在偏差。这里，感知系统包括360影像或雷达等。在实际位姿信息与预设位姿信息间存在偏差的情况下，通过调整用于转向的车轮的转向角度、调整用于旋转的车轮的扭矩来对车辆位姿的偏差进行调整。
以上图2所示的实施例中包含了多种可能的方案，为了便于理解，下面介绍其中可能的方案。应理解的是，图7所示的方案中的部分术语、逻辑等，可以参见图2所示的实施例。
图7是根据一些实施例的一种旋转泊车方法的流程图。该方法包含步骤S701至S706。
S701，用户停车。
用户驾驶车辆到车位的后方，然后将方向盘回正、松开刹车和油门使车辆停车。
S702，选择泊入位置。
车辆接收用户选择的泊入位置，例如目标车位等。用户可以通过车辆中的物理按钮、显示屏中的触摸控件或语音功能控制车辆进行自动泊车模式。车辆向用户提供可以选择的一个或多个泊入位置，用户可以根据车辆当前位置，从一个或多个泊入位置中选择出目标泊入位置。车辆接收用户选择的目标泊入位置，进入S703。
S703，车辆判断是否可泊入，若是，则执行S705；若否，则执行S704。
车辆可以根据当前环境信息来判断是否可以从当前位置泊入目标泊入位置。若可以，那么车辆向用户请求是否开始执行泊车，在用户选择开始执行泊车后进入S705。若不可以，进入S704。
S704，车辆自动调整到可泊入的初始位置。
车辆根据目标泊入位置将车辆调整到可以泊入的初始位置，即，车辆在可以泊入的初始位置可以通过本公开一些实施例提供的方法将车辆泊入目标泊入位置。
S705，车辆确定泊车路径。
车辆根据初始位置和目标泊入位置确定泊车路径，这里，泊车路径包括曲线路径和圆弧路径。曲线路径是指曲率中心在车辆的后轴延长线上的弧线，在一些实施例中，当车辆的车轮同向(向前或向后)旋转时，车辆通过控制前轮向左或向右转动一定的角度以实现曲线路径。圆弧路径是指圆心在前轮的圆弧，例如车辆锁止第一车轮、控制除第一车轮外的至少一个车轮旋转，以及，控制除第一车轮外的至少一个车轮转向，所实现的轨迹是圆弧。
在一些实施例中，车辆根据目标泊入位置来确定泊车路径中的圆弧路径。然后，根据初始位置和圆弧路径来确定曲线路径。最后，车辆根据曲线路径和圆弧路径可以确定泊车路径。
S706，通过锁止第一车轮，基于泊车路径进行泊车。
车辆通过控制第一后轮的扭矩来控制第一后轮向第三方向旋转、通过控制第二后轮的扭矩来控制第二后轮向第三方向旋转，来实现泊车路径中的曲线路径。然后，车辆锁止第一车轮、控制除第一车轮外的至少一个车轮旋转，以及，控制除第一车轮外的至少一个车轮转向，来实现圆弧路径。这里，车轮的旋转可以通过调整车轮对应的扭矩来控制。例如，车辆可以根据车辆的横摆角来进行调整车轮对应的扭矩，从而驱动车轮旋转。由于车轮的扭矩是根据车辆的横摆角确定的，又由于车辆的横摆角与车辆的侧向运行有关，所以根据车辆的横摆角来确定车轮的扭矩，保证了车辆泊车过程中的稳定性。
此外，在车辆控制车轮前后旋转的基础上，车辆根据圆弧路径控制车轮转向。可以降低车辆旋转的难度，提高车辆旋转的精度，实现车辆“扭屁股”式泊车。
当车辆通过感知系统确定车辆泊入目标位置后，车辆结束自动泊车模式，完成自动泊车。
上述详细阐述了本公开一些实施例的方法，下面提供本公开一些实施例的装置。
图8是根据一些实施例的一种泊车装置的功能单元组成框图。该泊车装置80可以包括通信单元801和处理单元802。该泊车装置80用于实现前述的泊车方法，例如图2所示的泊车方法。
这里需要说明的是，上述多个单元的划分仅是一种根据功能进行的逻辑划分，不作为对泊车装置80结构的限定。在实际实现中，其中部分功能模块可能被细分为更多细小的功能模块，部分功能模块也可能组合成一个功能模块。
在一种实施方式中，通信单元801，用于接收泊车指令；
处理单元802，用于锁止车辆的第一车轮，控制车辆的除第一车轮之外的其余车轮中的至少一个旋转，且控制车辆的除第一车轮之外的其余车轮中的至少一个转向。
在一种实施方式中，第一车轮为前轮，车辆的除第一车轮之外的其余车轮中的至少一个用于旋转的车轮为后轮。
在一种实施方式中，第一车轮为前轮，车辆的除第一车轮之外的其余车轮中的至少一个用于转向的车轮为后轮。
在一种实施方式中，后轮包括第一后轮和第二后轮，第一后轮和第二后轮的其中一个用于向第一方向转向，以及，第一后轮和第二后轮中的另外一个用于向第二方向转向，第一方向和第二方向相反。
在一种实施方式中，转向后的第一后轮和第二后轮构成八字形，八字形的开口方向为车辆的车头位于的方向。
在一种实施方式中，后轮包括第一后轮和第二后轮，第一后轮和第二后轮的其中一个用于向第三方向旋转，以及，第一后轮和第二后轮中的另外一个用于向第四方向旋转，第三方向和第四方向相反。
在一种实施方式中，在车辆以第一车轮为圆心转动时，第一后轮和第一前轮的旋转方向相同，第一后轮和第二后轮的旋转方向相反，第一前轮为车辆中除第一车轮外的另一个前轮，第一后轮和第一前轮在车辆的同一侧。
在一种实施方式中，在车辆以第一车轮为圆心顺时针转动时，第一后轮和第一前轮用于向车辆的车头所在的方向旋转，第二后轮向车辆的车尾所在的方向旋转。
在一种实施方式中，第一车轮、用于旋转的车轮和用于转向的车轮用于实现泊车路径中的圆弧路径，这里，泊车路径为用于指示车辆从当前位置驶入泊入位置的路径，圆弧路径为圆心在第一车轮的圆弧。
在一种实施方式中，泊车路径包括圆弧路径和曲线路径，曲线路径为曲率中心在车辆的后轴延长线上的弧线。
圆弧路径为基于泊入位置确定的。
曲线路径为根据圆弧路径和车辆的位姿信息确定的，这里，位姿信息用于表示车辆在当前位置的位姿。
在一种实施方式中，处理单元802，用于在接收泊车指令之后，还用于：
在车辆基于泊车路径进行泊车的过程中，通过通信单元801获取障碍物的位置信息；和以下至少之一：
根据障碍物的位置信息控制车辆停车；或，
根据障碍物的位置信息和泊入位置确定更新后的泊车路径，基于更新后的泊车路径进行泊车。
在一种实施方式中，处理单元802，用于在接收泊车指令之后，还用于：
通过通信单元801获取车辆的实际位姿信息；
在实际位姿信息与预设位姿信息存在偏差的情况下，根据偏差确定用于旋转的车轮的目标扭矩和用于转向的车轮的目标转向角，这里，预设位姿信息为根据泊车路径确定的。
按照目标扭矩来控制用于旋转的车轮，以及，按照目标转向角来控制用于转向的车轮。
需要说明的是，在本公开一些实施例中，各个单元的实现及技术效果还可以对应参照图2中所示的方法实施例的相应描述。
图9是根据一些实施例的一种电子设备的框图。如图9所示，电子设备90可包括：一个或多个处理器901、一个或多个存储器902以及一个或多个通信接口903。这些部件可通过总线904或者其他方式连接，图9以通过总线904连接为例。
通信接口903可用于电子设备90与其他通信设备(例如其他电子设备)进行通信。在一些实施例中，通信接口903可以是有线接口。
存储器902可以和处理器901通过总线904或者输入输出端口耦合，存储器902也可以与处理器901集成在一起。存储器902用于存储各种软件程序和/或多组指令或者数据。在一些实施例中，存储器902可以是只读存储器(read-only memory，ROM)或可存储静态信息和指令的其他类型的静态存储设备，随机存取存储器(random access memory，RAM)或者可存储信息和指令的其他类型的动态存储设备，也可以是电可擦可编程只读存储器(electrically erasable programmable read-only memory，EEPROM)、只读光盘(compact disc read-only memory，CD-ROM)或其他光盘存储、光碟存储(包括压缩光碟、激光碟、光碟、数字通用光碟、蓝光光碟等)、磁盘存储介质或者其他磁存储设备、或者能够用于携带或存储具有指令或数据结构形式的期望的程序代码并能够由计算机存取的任何其他介质，但不限于此。存储器902可包括高速随机存取的存储器，并且也可包括非易失性存储器，例如一个或多个磁盘存储设备、闪存设备或其他非易失性固态存储设备。存储器902可以存储操作系统(下述简称系统)，例如实时多任务操作系统(Micro-Controller Operating System，uCOS)、VxWorks、RTLinux等嵌入式操作系统。存储器902还可以存储网络通信程序，该网络通信程序可用于与一个或多个附加设备，一个或多个用户设备，一个或多个终端进行通信。存储器902可以是独立存在，通过总线904与处理器901相连接。存储器902也可以和处理器901集成在一起。
这里，存储器902用于存储执行以上方案的应用程序代码，并由处理器901来控制执行。处理器901用于执行存储器902中存储的应用程序代码。
处理器901可以是中央处理器单元，通用处理器，数字信号处理器，专用集成电路，现场可编程门阵列或者其他可编程逻辑器件、晶体管逻辑器件、硬件部件或者其任意组合。其可以实现或执行结合本发明公开内容所描述的各种示例性的逻辑方框，模块和电路。处理器901也可以是实现确定功能的组合，例如包含一个或多个微处理器组合，数字信号处理器和微处理器的组合等等。
本公开一些实施例还提供了一种车辆，如图10所示，车辆包括第一电机、第二电机、第三电机和如图9所示的电子设备。
在一种实施方式中，第一电机用于驱动车辆的前轮旋转。
第二电机用于驱动车辆的第一后轮旋转。
第三电机用于驱动车辆的第二后轮旋转。
在一种实施方式中，第二电机用于驱动第一后轮向第三方向旋转，第三电机用于驱动第二后轮向第四方向旋转，第三方向和第四方向相反。
在一种实施方式中，在车辆以第一车轮为圆心转动时，第二电机驱动第一后轮旋转的方向与第一电机驱动第一前轮旋转的方向相同，第二电机驱动第一后轮旋转的方向与第三电机驱动第二后轮旋转的方向相反，第一前轮为车辆中除第一车轮外的另一个前轮，第一后轮和第一前轮在车辆的同一侧。
在一种实施方式中，在车辆以第一车轮为圆心顺时针转动时，第一电机控制第一前轮旋转的方向为车辆的车头所在的方向，第二电机控制第一后轮旋转的方向为车头所在的方向，第三电机控制第二后轮旋转的方向为车辆的车尾所在的方向。
本公开一些实施例还提供了一种计算机可读存储介质，计算机可读存储介质中存储有指令，当指令在至少一个处理器上运行时，实现前述的泊车方法，例如图2的方法。
本公开一些实施例还提供了一种计算机程序产品，该计算机程序产品包括计算机指令，在被计算设备执行时，实现前述的泊车方法，例如图2的方法。
本公开一些实施例中，“举例来说”或者“比如”等词用于表示作例子、例证或说明。本公开中被描述为“举例来说”或者“比如”的任何实施例或设计方案不应被解释为比其他实施例或设计方案更优选或更具优势。确切而言，使用“举例来说”或者“比如”等词旨在以示例方式呈现相关概念。
本公开中的实施例提到的“至少一个”是指一个或者多个，“多个”是指两个或两个以上。“以下至少一项(个)”或其类似表达，是指的这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a、b、或c中的至少一项(个)，可以表示：a、b、c、(a和b)、(a和c)、(b和c)、或(a和b和c)，其中a、b、c可以是单个，也可以是多个。“和/或”，描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：仅A、仅B、A和B这三种情况，其中A、B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。
以及，除非有相反的说明，本公开一些实施例使用“第一”、“第二”等序数词是用于对多个对象进行区分，不用于限定多个对象的顺序、时序、优先级或者重要程度。例如，第一设备和第二设备，只是为了便于描述，而并不是表示这第一设备和第二设备的结构、重要程度等的不同，在某些实施例中，第一设备和第二设备还可以是同样的设备。
上述实施例中所用，根据上下文，术语“当……时”可以被解释为意思是“如果……”或“在……后”或“响应于确定……”或“响应于检测到……”。以上仅为本公开的可选实施例，并不用以限制本公开，凡在本公开的构思和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。
本领域普通技术人员可以理解实现上述实施例的全部或部分步骤可以通过硬件来完成，也可以通过程序来指令相关的硬件完成，程序可以存储于一种计算机可读存储介质中，上述提到的存储介质可以是只读存储器，磁盘或光盘等。
以上，仅为本公开的具体实施方式，但本公开的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本公开揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本公开的保护范围之内。因此，本公开的保护范围应以权利要求的保护范围为准。

Claims (21)

  1. 一种泊车方法，包括：
    接收泊车指令；
    锁止车辆的第一车轮，控制所述车辆的其余车轮中的至少一个旋转，且控制所述车辆的其余车轮中的至少一个转向。
  2. 根据权利要求1所述的方法，其中，所述第一车轮为前轮，所述车辆的其余车轮中至少一个用于旋转的车轮为后轮。
  3. 根据权利要求1或2所述的方法，其中，所述第一车轮为前轮，所述车辆的其余车轮中至少一个用于转向的车轮为后轮。
  4. 根据权利要求3所述的方法，其中，所述后轮包括第一后轮和第二后轮，所述第一后轮和所述第二后轮中的其中一个用于向第一方向转向，以及，所述第一后轮和所述第二后轮中的另外一个用于向第二方向转向，所述第一方向和所述第二方向相反。
  5. 根据权利要求4所述的方法，其中，转向后的所述第一后轮和所述第二后轮构成八字形，所述八字形的开口方向为所述车辆的车头位于的方向。
  6. 根据权利要求2所述的方法，其中，所述后轮包括第一后轮和第二后轮，所述第一后轮和所述第二后轮中的其中一个用于向第三方向旋转，以及，所述第一后轮和所述第二后轮中的另外一个用于向第四方向旋转，所述第三方向和所述第四方向相反。
  7. 根据权利要求6所述的方法，其中，在所述车辆以所述第一车轮为圆心转动时，所述第一后轮和第一前轮的旋转方向相同，所述第一后轮和所述第二后轮的旋转方向相反，所述第一前轮为所述车辆中除所述第一车轮外的另一个前轮，所述第一后轮和所述第一前轮在所述车辆的同一侧。
  8. 根据权利要求7所述的方法，其中，在所述车辆以所述第一车轮为圆心顺时针转动时，所述第一后轮和所述第一前轮用于向所述车辆的车头所在的方向旋转，所述第二后轮向所述车辆的车尾所在的方向旋转。
  9. 根据权利要求1-8中任一项所述的方法，其中，所述第一车轮、用于旋转的车轮和用于转向的车轮用于实现泊车路径中的圆弧路径；
    其中，所述泊车路径为用于指示所述车辆从当前位置驶入泊入位置的路径，所述圆弧路径为圆心在所述第一车轮的圆弧。
  10. 根据权利要求9所述的方法，其中，所述泊车路径包括所述圆弧路径和曲线路径，所述曲线路径为曲率中心在所述车辆的后轴延长线上的弧线；
    所述圆弧路径为基于所述泊入位置确定的；
    所述曲线路径为根据所述圆弧路径和所述车辆的位姿信息确定的，其中，所述位姿信息用于表示所述车辆在所述当前位置的位姿。
  11. 根据权利要求9或10所述的方法，其中，在所述接收泊车指令之后，所述方法还包括：
    在所述车辆基于所述泊车路径进行泊车的过程中，获取障碍物的位置信息；和
    以下至少之一：
    根据所述障碍物的位置信息控制所述车辆停车；或，
    根据所述障碍物的位置信息和所述泊入位置确定更新后的泊车路径，基于所述更新后的泊车路径进行泊车。
  12. 根据权利要求9-11中任一项所述的方法，其中，在所述接收泊车指令之后，所述方法还包括：
    获取所述车辆的实际位姿信息；
    在所述实际位姿信息与预设位姿信息存在偏差的情况下，根据所述偏差确定用于旋转的车轮的目标扭矩和用于转向的车轮的目标转向角，其中，所述预设位姿信息为根据所述泊车路径确定的；
    按照所述目标扭矩来控制所述用于旋转的车轮，以及，按照所述目标转向角来控制所述用于转向的车轮。
  13. 一种泊车装置，包括：
    通信单元，被配置为接收泊车指令；以及
    处理单元，被配置为锁止车辆的第一车轮，控制所述车辆的其余车轮的至少一个旋转，且控制所述车辆的其余车轮的至少一个转向。
  14. 一种电子设备，包括处理器和存储器，所述存储器用于存储计算机程序，所述处理器用于调用并运行所述计算机程序，使得所述电子设备执行根据权利要求1-12中任一项所述的方法。
  15. 一种车辆，包括第一电机、第二电机、第三电机和根据权利要求14所述的电子设备。
  16. 根据权利要求15所述的车辆，其中，
    所述第一电机被配置为驱动所述车辆的前轮旋转；
    所述第二电机被配置为驱动所述车辆的第一后轮旋转；
    所述第三电机被配置为驱动所述车辆的第二后轮旋转。
  17. 根据权利要求16所述的车辆，其中，所述第二电机用于驱动所述第一后轮向第三方向旋转，所述第三电机用于驱动所述第二后轮向第四方向旋转，所述第三方向和所述第四方向相反。
  18. 根据权利要求17所述的车辆，其中，在所述车辆以第一车轮为圆心转动时，所述第二电机驱动所述第一后轮旋转的方向与所述第一电机驱动第一前轮旋转的方向相同，所述第二电机驱动所述第一后轮旋转的方向与所述第三电机驱动所述第二后轮旋转的方向相反，所述第一前轮为所述车辆中除所述第一车轮外的另一个前轮，所述第一后轮和所述第一前轮在所述车辆的同一侧。
  19. 根据权利要求18所述的车辆，其中，在所述车辆以所述第一车轮为圆心顺时针转动时，所述第一电机控制所述第一前轮旋转的方向为所述车辆的车头所在的方向，所述第二电机控制所述第一后轮旋转的方向为所述车头所在的方向，所述第三电机控制所述第二后轮旋转的方向为所述车辆的车尾所在的方向。
  20. 一种计算机可读存储介质，其中，所述计算机可读存储介质中存储有计算机程序，所述计算机程序包括用于执行根据权利要求1-12中任一项所述的方法中的指令。
  21. 一种计算机程序产品，包括计算机指令，当所述计算机指令被根据权利要求15-19中任一项所述的车辆运行时，使得所述车辆实现根据权利要求1-12中任一项所述的方法。
PCT/CN2025/087432 2024-07-05 2025-04-07 泊车方法及相关装置 Pending WO2026007486A1 (zh)

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