CN115214626B - Parking control method, parking control device, vehicle and storage medium - Google Patents
Parking control method, parking control device, vehicle and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/06—Automatic manoeuvring for parking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
- B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
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Abstract
The application discloses a parking control method, a parking control device, a vehicle and a storage medium, wherein the parking control method comprises the steps of obtaining initial obstacle coordinates of an obstacle in a preset range of the vehicle, wherein the initial obstacle coordinates take the center of a vehicle body of the vehicle as a coordinate origin; determining a running track of the vehicle according to the running information of the vehicle; determining the collision grade of the obstacle and the vehicle when the obstacle collides with the vehicle according to the initial obstacle coordinates and the running track; and controlling the vehicle to park according to the collision grade. According to the method, the collision risk of the vehicle and the obstacle in the running process of the vehicle is predicted according to the obstacle coordinates of the obstacle and the running track of the vehicle, the vehicle is controlled to park, the collision between the vehicle and the obstacle in the automatic parking process of the vehicle can be avoided, and the safety of the automatic parking process is improved.
Description
Technical Field
The present application relates to the field of automatic parking technologies, and more particularly, to a parking control method, a parking control device, a vehicle, and a storage medium.
Background
The automatic parking process refers to a process that a control system of a vehicle automatically controls steering, braking, power, gear, parking and the like of the vehicle according to parking space position information sensed by an on-vehicle sensor so as to automatically park the vehicle into a parking space. During automatic parking, it is often necessary to detect obstacles in the parking path.
At present, since the vehicle-mounted sensor has a detection blind area, the collision risk of the obstacle and the vehicle in the whole vehicle range cannot be predicted, and the collision risk of the obstacle and the vehicle in the vehicle running track cannot be predicted, so that the safety of the automatic parking process is lower.
Disclosure of Invention
In view of the above, the present application proposes a parking control method, a parking control device, a vehicle and a storage medium to overcome or at least partially solve the above problems of the prior art.
In a first aspect, an embodiment of the present application provides a parking control method, including: acquiring initial obstacle coordinates of an obstacle in a preset range of the vehicle, wherein the initial obstacle coordinates take the center of the vehicle body of the vehicle as a coordinate origin; determining a running track of the vehicle according to the running information of the vehicle; determining the collision grade of the obstacle and the vehicle when the obstacle collides with the vehicle according to the initial obstacle coordinates and the running track; and controlling the vehicle to park according to the collision grade.
In a second aspect, an embodiment of the present application provides a parking control device, including an acquisition module, a track determination module, a collision level determination module, and a parking control module. The acquisition module is used for acquiring initial obstacle coordinates of the obstacle in a preset range of the vehicle, wherein the initial obstacle coordinates take the center of the vehicle body of the vehicle as a coordinate origin; the track determining module is used for determining the running track of the vehicle according to the running information of the vehicle; a collision grade determining module for determining a collision grade of the obstacle with the vehicle when the obstacle is determined to collide with the vehicle according to the initial obstacle coordinates and the driving track; and the parking control module is used for controlling the vehicle to park according to the collision grade.
In a third aspect, an embodiment of the present application provides a vehicle including: a memory; one or more processors coupled to the memory; one or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications configured to perform the parking control method as provided in the first aspect above.
In a fourth aspect, an embodiment of the present application provides a computer readable storage medium having program code stored therein, the program code being callable by a processor to perform the parking control method as provided in the first aspect above.
According to the scheme provided by the application, the initial obstacle coordinates of the obstacle in the preset range of the vehicle are obtained, the initial obstacle coordinates take the center of the vehicle body as the origin of coordinates, the running track of the vehicle is determined according to the running information of the vehicle, when the collision between the obstacle and the vehicle is determined according to the initial obstacle coordinates and the running track, the collision grade of the obstacle and the vehicle is determined, and the vehicle is controlled to park according to the collision grade, so that the collision risk between the vehicle and the obstacle in the running process of the vehicle is predicted according to the obstacle coordinates of the obstacle and the running track of the vehicle, the vehicle is controlled to park, the collision between the vehicle and the obstacle in the automatic parking process of the vehicle can be avoided, and the safety of the automatic parking process is improved.
Further, according to the collision grade of collision between the obstacle and the vehicle, the vehicle is controlled to park, so that poor parking experience of passengers due to emergency braking when the vehicle and the obstacle collide safely in the automatic parking process can be avoided, and the parking experience of the passengers is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 shows a schematic view of a scenario in which an embodiment of the present application provides a parking control system.
Fig. 2 is a schematic flow chart of a parking control method according to an embodiment of the present application.
Fig. 3 is a schematic diagram of a vehicle driving track in the parking control method according to the embodiment of the present application.
Fig. 4 is a schematic diagram showing a scene of changing the distance of an obstacle in the running process of a vehicle in the parking control method according to the embodiment of the application.
Fig. 5 is a schematic flow chart of another parking control method according to an embodiment of the present application.
Fig. 6 is a block diagram illustrating a structure of a parking control apparatus according to an embodiment of the present application.
Fig. 7 shows a functional block diagram of a vehicle according to an embodiment of the present application.
Fig. 8 illustrates a computer-readable storage medium for storing or carrying program code for implementing a parking control method provided according to an embodiment of the present application.
Detailed Description
Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present application and are not to be construed as limiting the present application.
The following disclosure provides many different embodiments, or examples, for implementing different features of the application. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed.
The automatic parking process refers to a process that a control system of a vehicle automatically controls steering, braking, power, gear, parking and the like of the vehicle according to parking space position information sensed by an on-vehicle sensor so as to automatically park the vehicle into a parking space. During automatic parking, it is often necessary to detect obstacles in the parking path.
At present, since the vehicle-mounted sensor has a detection blind area, the collision risk of the obstacle and the vehicle in the whole vehicle range cannot be predicted, and the collision risk of the obstacle and the vehicle in the vehicle running track cannot be predicted, so that the safety of the automatic parking process is lower.
According to the long-time study and the long-time study on the problems, the inventor provides the parking control method, the parking control device, the vehicle and the storage medium, the collision risk of the vehicle and the obstacle in the running process of the vehicle is predicted according to the obstacle coordinates of the obstacle and the running track of the vehicle, the vehicle is controlled to park, the collision of the vehicle and the obstacle in the automatic parking process of the vehicle can be avoided, and the safety of the automatic parking process is improved.
Further, according to the collision grade of collision between the obstacle and the vehicle, the vehicle is controlled to park, so that poor parking experience of passengers due to emergency braking when the vehicle and the obstacle collide safely in the automatic parking process can be avoided, and the parking experience of the passengers is improved.
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application.
Referring to fig. 1, a schematic diagram of an application scenario of a parking control system according to an embodiment of the present application is shown, which includes a vehicle 100 and an obstacle 200, where the vehicle 100 may be used to detect the obstacle 200 and automatically park to a parking space according to the detected obstacle 200.
In some embodiments, the vehicle 100 may include a frame 110, a vehicle control unit (Vehicle Control Unit, VCU) 120, and an in-vehicle sensor 130, etc., and both the VCU 120 and the in-vehicle sensor 130 may be mounted to the frame 110, and the frame 110 may provide mounting support for the VCU 120 and the in-vehicle sensor 130.
Wherein the VCU 120 may be a core control component of the overall vehicle 100, corresponding to the brain of the vehicle 100, the VCU 120 may be configured to collect signals (e.g., accelerator pedal signals, brake pedal signals, and other component signals) and may control operation of the corresponding components based on the collected signals. VCU 120 acts as a command management center for vehicle 100, and its main functions may include: driving torque control, optimal control of braking energy, energy management of the entire vehicle, maintenance and management of a controller area network (Controller Area Network, CAN), diagnosis and handling of faults, vehicle condition monitoring, etc., and thus the merits of the VCU 120 directly determine the stability and safety of the vehicle 100.
In some embodiments, the VCU 120 may be communicatively connected to the in-vehicle sensor 130, and the VCU 120 may be configured to control the in-vehicle sensor 130 to detect the obstacle 200 and determine coordinates of the obstacle 200 according to the detection result of the in-vehicle sensor 130.
In some embodiments, the in-vehicle sensor 130 may be configured to detect the obstacle 200 and transmit the detection result to the VCU 120. The in-vehicle sensor 130 may include at least any one of an ultrasonic sensor, or/and a visual sensor, or the like.
The ultrasonic sensor may be used to detect the obstacle 200 according to the received reflected ultrasonic signal, where the reflected ultrasonic signal is formed after being reflected by the obstacle 200 based on the transmitted ultrasonic signal sent by the ultrasonic sensor, and the ultrasonic sensor may include a piezoelectric ultrasonic sensor, a magnetostrictive ultrasonic sensor, and the like, where the type of the ultrasonic sensor is not limited, and may be specifically set according to actual requirements.
The vision sensor can be used for collecting the obstacle image of the obstacle 200, and can be a headstock camera installed on the headstock, a tailstock camera installed on the tailstock, and the like, and the type of the vision sensor is not limited herein, and the vision sensor can be specifically set according to actual requirements.
In some embodiments, the barrier 200 may include stoppers, piers, ice cream cones, ground locks, pedestrians, bicycles, and other vehicles, among others.
Referring to fig. 2, a flowchart of a parking control method according to an embodiment of the application is shown. In a specific embodiment, the parking control method may be applied to the VCU 120 in the parking control system shown in fig. 1, and the flow shown in fig. 2 will be described in detail below by taking the VCU 120 as an example, and the parking control method may include the following steps S110 to S140.
Step S110: an initial obstacle coordinate of an obstacle within a preset range of the vehicle is acquired.
In the embodiment of the application, the preset range of the vehicle may be a range of front and rear sides of the center of the vehicle body, for example, the preset range may be a length W of one parking space of front and rear sides of the center of the vehicle body, may be a length 2W of two parking spaces of front and rear sides of the center of the vehicle body, may be a length 0.5W of one parking space of front and rear sides of the center of the vehicle body, and the like, which is not limited herein, and may be specifically set according to actual requirements.
The VCU can send a coordinate detection instruction to the vehicle-mounted sensor, the vehicle-mounted sensor receives and responds to the coordinate detection instruction to detect the obstacle in the preset range of the vehicle, a detection result is obtained, the detection result is sent to the VCU, the VCU receives and responds to the detection result returned by the vehicle-mounted sensor, and the initial obstacle coordinate of the obstacle in the preset range of the vehicle is determined according to the detection result. Wherein, the initial obstacle coordinates take the center of the vehicle body as the origin of coordinates.
In some embodiments, the in-vehicle sensor may include an ultrasonic sensor and the coordinate detection instruction may include a first coordinate detection instruction. The VCU may send a first coordinate detection instruction to the ultrasonic sensor, the ultrasonic sensor receives and responds to the first coordinate detection instruction, sends and transmits an ultrasonic signal, and receives a reflected ultrasonic signal formed after the ultrasonic signal is reflected by the obstacle, and determines a distance between the obstacle and the ultrasonic sensor according to a duration of receiving the reflected ultrasonic signal and a propagation speed of the ultrasonic wave in air, and sends the distance to the VCU, and the VCU receives and responds to the distance returned by the ultrasonic sensor, determines a first coordinate of the obstacle according to the distance, and uses the first coordinate as an initial obstacle coordinate of the obstacle within a preset range of the vehicle. The first coordinate takes the center of the vehicle body of the vehicle as the origin of coordinates.
In some embodiments, the in-vehicle sensor may include a vision sensor and the coordinate detection instruction may include a second coordinate detection instruction. The VCU can send a second coordinate detection instruction to the vision sensor, the vision sensor receives and responds to the second coordinate detection instruction, obstacle images of obstacles in a preset range of the vehicle can be acquired, the acquired obstacle images are sent to the VCU, the VCU receives and responds to the obstacle images returned by the vision sensor, the obstacle images are input into a pre-trained deep learning network model, the deep learning network model receives and responds to the obstacle images, second coordinates corresponding to the obstacle images are output to the VCU, the VCU receives the second coordinates output by the deep learning network model, and the second coordinates are used as initial obstacle coordinates of the obstacles in the preset range of the vehicle.
The second coordinate takes the center of the vehicle body of the vehicle as a coordinate origin; the deep learning network model may be used for detecting coordinates of an obstacle in an obstacle image, and the deep learning network model may be a convolutional neural network (Convolutional Neural Networks, CNN) model, a deep belief network (Deep Belief Networks, DBN) model, a stack self-coding network (Stacked Auto Encoder Networks, SAE) model, a recurrent neural network (Recurrent Neural Networks, RNN) model, a deep neural network (Deep Neural Networks, DNN) model, a Long Short-Term Memory (LSTM) network model, a threshold recurrent unit (Gated Recurring Units, GRU) model, or the like, which is not limited to the type of the deep learning network model, and may be specifically set according to actual requirements.
In some embodiments, the in-vehicle sensor may include an ultrasonic sensor and a visual sensor, and the coordinate detection instructions may include a first coordinate detection instruction and a second coordinate detection instruction. The VCU can respectively send a first coordinate detection instruction to the ultrasonic sensor and a second coordinate detection instruction to the visual sensor, the ultrasonic sensor receives and responds to the first coordinate detection instruction, the distance between the obstacle and the ultrasonic sensor in the preset range of the vehicle is detected, the distance between the obstacle and the ultrasonic sensor is returned to the VCU, the visual sensor receives and responds to the second coordinate detection instruction, the obstacle in the preset range of the vehicle is subjected to obstacle image acquisition, the obstacle image is returned to the VCU, the VCU determines the first coordinate of the obstacle according to the distance between the received obstacle and the ultrasonic sensor, the obstacle image is input into a pre-trained deep learning network model, the second coordinate output by the deep learning network model is received, the first coordinate and the second coordinate are fused, and initial obstacle coordinates are obtained, namely the initial obstacle coordinates of the obstacle in the preset range of the vehicle are obtained, the obstacle detection accuracy based on the ultrasonic sensor and the visual sensor is realized, and the obstacle detection performance of the obstacle coordinates of the obstacle is improved.
Step S120: and determining the running track of the vehicle according to the running information of the vehicle.
In the embodiment of the application, the VCU can acquire the running information of the vehicle and determine the running track of the vehicle according to the running information of the vehicle so as to predict the collision risk between the vehicle and the obstacle in the automatic parking process according to the running track of the vehicle. That is, in the process of automatic parking of the vehicle, as the vehicle travels, the obstacle on the side of the vehicle enters the area which cannot be detected by the ultrasonic sensor and the visual sensor, so that in the scheme, the collision risk of the obstacle and the vehicle in the process of automatic parking can be predicted in advance according to the travel track of the vehicle.
In some embodiments, the travel information of the vehicle may include gear information of the vehicle and steering angle information. The vehicle may also include a gear sensor and an automobile steering angle sensor, each of which may be communicatively coupled to and in data communication with the VCU.
The VCU may send a gear detection command to the gear sensor and a steering angle detection command to the vehicle steering angle sensor, respectively. The gear sensor receives and responds to the gear detection instruction, detects gear information of the vehicle, and sends the detected gear information to the VCU, and the VCU receives the gear information returned by the gear sensor. The steering angle sensor receives and responds to the steering angle detection instruction, detects steering angle information of the vehicle, and sends the detected steering angle information to the VCU, and the VCU receives the steering angle information returned by the steering angle sensor. The VCU may calculate a driving trajectory of the vehicle based on the received gear information and the steering angle information.
In some embodiments, after determining the driving track of the vehicle according to the driving information of the vehicle, the VCU may determine whether the obstacle collides with the vehicle according to the initial obstacle coordinates and the driving track, so as to predict the collision risk of the vehicle and the obstacle during the driving of the vehicle.
Specifically, the VCU may determine, according to the gear information and the steering angle information, an origin coordinate of a vehicle body coordinate system having a vehicle body center as an origin of coordinates during running of the vehicle, determine, according to the origin coordinate and an initial obstacle coordinate, a target obstacle coordinate of an obstacle during running of the vehicle, and determine, according to whether the target obstacle coordinate is within a running track, whether the obstacle collides with the vehicle.
When the coordinates of the target obstacle are in the running track, determining that the obstacle collides with the vehicle; when the target obstacle coordinates are not within the travel track, it is determined that the obstacle does not collide with the vehicle.
The origin coordinates are coordinates of the origin of coordinates of the vehicle body coordinate system in the world coordinate system, and the target obstacle coordinates are coordinates of the coordinates in the world coordinate system.
As an example, a schematic diagram of a vehicle travel path is shown in fig. 3. The shift information of the vehicle is a forward gear (D-range), the steering angle information is Δθ, and the travel distance of the vehicle is dist.
If the distance from the center of the vehicle body to the center of the rear axle of the vehicle body is L, the vehicle performs a clockwise circular motion, as shown in fig. 3, which shows a schematic view of a scene in which the vehicle travels, the turning radius of the vehicle is r, the initial obstacle coordinates are (Ny, nx), the vehicle body center coordinates are (My, mx) at the point a, and the rear axle center coordinates (My ', mx') are calculated according to the formula one.
The first formula is:
When the vehicle translates from the point A to the point B, the center coordinate (My ', mx') of the rear axle after translation is calculated according to a formula II.
The formula II is:
And the translated rear axle center coordinates are subjected to rotation transformation, and the rotated rear axle center coordinates (My ', mx') are calculated according to a formula III.
The formula III is:
And translating the rotated rear axle center coordinates (My ' ", mx '") to the vehicle body center, calculating translated vehicle body center coordinates (My ' ", mx" ") is the origin coordinate of the vehicle body coordinate system with the center of the vehicle body as the origin of coordinates during the running process of the vehicle.
The fourth formula is:
and calculating a target obstacle coordinate (Ny ', nx') corresponding to the initial obstacle coordinate (Ny, nx) in the vehicle driving process according to a formula five according to the initial obstacle coordinate (Ny, nx) and the translated vehicle body center coordinate (My "", mx "").
The fifth formula is:
and determining whether the obstacle collides with the vehicle according to the target obstacle (Ny ', nx') and the running track. When the target obstacle (Ny ', nx') is in the running track, determining that the obstacle collides with the vehicle; when the target obstacle (Ny ', nx') is not within the travel locus, it is determined that the obstacle does not collide with the vehicle.
It should be noted that, when the vehicle turns, the formula four may be:
when the vehicle is running straight, the formula four can be:
step S130: when it is determined that the obstacle collides with the vehicle according to the initial obstacle coordinates and the travel track, a collision level of the obstacle with the vehicle is determined.
In the embodiment of the application, when the VCU determines that the obstacle collides with the vehicle according to the initial obstacle coordinates and the running track, the obstacle information of the obstacle can be acquired, and the collision grade of the obstacle and the vehicle can be determined according to the obstacle information.
Wherein the obstacle information may include an obstacle type and an obstacle distance; the types of obstacles may include static obstacles (e.g., stoppers, piers, ice cream cones, ground locks, etc.), as well as dynamic obstacles (e.g., pedestrians and other vehicles, etc.); the obstacle distance may be used to characterize the distance between the vehicle and the obstacle; the collision class may include an emergency collision, a slow collision, a safety collision, etc.; the obstacle information, the type of obstacle, and the collision level are not limited herein, and may be specifically set according to actual requirements.
Specifically, when the VCU determines that an obstacle collides with the vehicle according to the initial obstacle coordinates and the driving trajectory, the information detection command may be transmitted to the vehicle-mounted sensor, the vehicle-mounted sensor receives and responds to the information detection command, detects the type of the obstacle and the distance of the obstacle, and transmits the detected type of the obstacle and the detected distance of the obstacle to the VCU, and the VCU receives the type of the obstacle and the distance of the obstacle returned from the vehicle-mounted sensor, and determines the collision level of the obstacle and the vehicle according to the type of the obstacle and the distance of the obstacle.
In some embodiments, the obstacle type is a static obstacle and the obstacle distance is less than or equal to a first preset distance, and the VCU may determine that the collision level of the obstacle with the vehicle is an emergency collision. The first preset distance may be 30 centimeters (cm), may be 20cm, may be 40cm, or the like, and is not limited herein.
In some embodiments, where the obstacle type is a static obstacle, the obstacle distance is greater than a first preset distance, and the obstacle distance is less than or equal to a second preset distance, the VCU may determine that the collision level of the obstacle with the vehicle is a slow collision, the first preset distance being less than the second preset distance.
The first preset distance may be 30cm, and the second preset distance may be 60cm; the first preset distance may be 20cm, the second preset distance may be 30cm, etc.; specific values of the first preset distance and the second preset distance are not limited herein, and may be specifically set according to actual requirements.
In some embodiments, the obstacle type is a dynamic obstacle and the obstacle distance is less than or equal to a first preset distance, and the VCU may determine that the collision class of the obstacle with the vehicle is a slow collision.
In some embodiments, the obstacle type is a dynamic obstacle, and the VCU may determine that the collision level of the obstacle with the vehicle is a safe collision when the obstacle distance is greater than a first preset distance and the obstacle distance is less than or equal to a second preset distance, the first preset distance being less than the second preset distance.
It will be appreciated that during travel of the vehicle, the position of the obstacle relative to the vehicle changes as the vehicle travels, i.e. the distance between the obstacle and the vehicle changes, i.e. the obstacle distance changes. As shown in fig. 4, a schematic view of a scene showing a change of an obstacle distance during driving of a vehicle is shown, a gear is D gear during parking of the vehicle, the obstacle comprises an obstacle 1 and an obstacle 2, when the vehicle is in steering motion, the vehicle moves from a position 1 to a position 2, the distance between the obstacles on two sides of the vehicle and the vehicle changes along with the change, the distance between the obstacle 1 and the vehicle is smaller (i.e. the distance between the obstacle 1 and the vehicle is smaller), and the relative position between the obstacle 1 and the vehicle changes into a driving track of the vehicle, so that the obstacle 1 collides with the vehicle; the obstacle 2 is more and more distant from the vehicle (i.e., the obstacle distance is more and more great), and the relative position with the vehicle changes outside the running track of the vehicle, indicating that the obstacle 2 does not collide with the vehicle.
Step S140: and controlling the vehicle to park according to the collision grade.
In the embodiment of the application, after the collision grade of the obstacle and the vehicle is determined, the VCU can control the vehicle to park in a preset mode according to the collision grade, wherein the preset mode can comprise a first preset mode for representing emergency braking, a second preset mode for representing comfortable braking, a third preset mode for representing sliding braking of the vehicle and the like, so that the collision risk of the vehicle and the obstacle in the running process of the vehicle is predicted according to the obstacle coordinates of the obstacle and the running track of the vehicle, the vehicle is controlled to park, the collision with the obstacle in the automatic parking process of the vehicle can be avoided, and the safety of the automatic parking process is improved.
Further, according to the collision grade of collision between the obstacle and the vehicle, the vehicle is controlled to park, so that poor parking experience of passengers due to emergency braking when the vehicle and the obstacle collide safely in the automatic parking process can be avoided, and the parking experience of the passengers is improved.
In some embodiments, the VCU may determine a target parking location of the vehicle based on the collision level and a safe distance, which may be used to characterize a distance from the obstacle when the vehicle is stopped, and control the vehicle to park in a preset mode to the target parking location.
In some embodiments, when the obstacle type is a static obstacle and the obstacle distance is less than or equal to a first preset distance, the VCU may determine that the collision level of the obstacle with the vehicle is an emergency collision, and may control the vehicle to park in the first preset mode according to the emergency collision.
In some embodiments, the obstacle type is a static obstacle, and when the obstacle distance is greater than the first preset distance and the obstacle distance is less than or equal to the second preset distance, the VCU may determine that the collision level of the obstacle with the vehicle is a slow collision, and may control the vehicle to park in the second preset mode according to the slow collision.
In some embodiments, the VCU may determine that the collision level of the obstacle with the vehicle is a slow collision when the obstacle type is a dynamic obstacle and the obstacle distance is less than or equal to the first preset distance, and may control the vehicle to park in the second preset mode according to the slow collision.
In some embodiments, the obstacle type is a dynamic obstacle, and when the obstacle distance is greater than the first preset distance and the obstacle distance is less than or equal to the second preset distance, the VCU may determine that the collision level of the obstacle with the vehicle is a safe collision, and may control the vehicle to park in a third preset mode according to the safe collision.
According to the scheme provided by the application, the initial obstacle coordinates of the obstacle in the preset range of the vehicle are obtained, the initial obstacle coordinates take the center of the vehicle body as the origin of coordinates, the running track of the vehicle is determined according to the running information of the vehicle, when the collision between the obstacle and the vehicle is determined according to the initial obstacle coordinates and the running track, the collision grade of the obstacle and the vehicle is determined, and the vehicle is controlled to park according to the collision grade, so that the collision risk between the vehicle and the obstacle in the running process of the vehicle is predicted according to the obstacle coordinates of the obstacle and the running track of the vehicle, the vehicle is controlled to park, the collision between the vehicle and the obstacle in the automatic parking process of the vehicle can be avoided, and the safety of the automatic parking process is improved.
Further, according to the collision grade of collision between the obstacle and the vehicle, the vehicle is controlled to park, so that poor parking experience of passengers due to emergency braking when the vehicle and the obstacle collide safely in the automatic parking process can be avoided, and the parking experience of the passengers is improved.
Referring to fig. 5, a flowchart of a parking control method according to another embodiment of the application is shown. In a specific embodiment, the parking control method may be applied to the VCU 120 in the parking control system shown in fig. 1, and the flow shown in fig. 5 will be described in detail below by taking the VCU 120 as an example, and the parking control method may include the following steps S210 to S260.
Step S210: an initial obstacle coordinate of an obstacle within a preset range of the vehicle is acquired.
Step S220: and determining the running track of the vehicle according to the running information of the vehicle.
Step S230: when it is determined that the obstacle collides with the vehicle according to the initial obstacle coordinates and the travel track, a collision level of the obstacle with the vehicle is determined.
Step S240: and controlling the vehicle to park according to the collision grade.
In this embodiment, the steps S210, S220, S230 and S240 may refer to the content of the corresponding steps in the foregoing embodiments, which is not described herein.
Step S250: and determining whether the obstacle distance is smaller than or equal to a preset alarm distance.
In this embodiment, the VCU may calculate a distance difference between the obstacle distance and the preset alarm distance, and may determine whether the obstacle distance is less than or equal to the preset alarm distance according to the distance difference. When the distance difference is smaller than or equal to zero, determining that the obstacle distance is smaller than or equal to the preset alarm distance; and when the distance difference is greater than zero, determining that the obstacle distance is greater than the preset alarm distance. The preset alarm distance may be 15cm, 20cm, 10cm, etc., which is not limited herein.
Step S260: and when the obstacle distance is less than or equal to the preset alarm distance, controlling the vehicle to send alarm prompt information.
In this embodiment, the vehicle may further include an alarm module, and when it is determined that the obstacle distance is less than or equal to the preset alarm distance, the VCU may send an alarm instruction to the alarm module, and the alarm module receives and responds to the alarm instruction and sends alarm prompt information, so that the passenger vehicle and the obstacle can be timely reminded to process, and the parking experience of the passenger is improved.
The alarm module can be an audio alarm module, and the alarm prompt information is audio alarm prompt information; the alarm module can also be a lamplight alarm module, and the alarm prompt information can be lamplight alarm prompt information; the alarm module can also be an audio alarm module and a lamplight alarm module, and the alarm prompt information can be audio alarm prompt information, lamplight alarm prompt information and the like.
In some embodiments, in order to reduce the influence of frequent alarm prompt on the passenger, after the control vehicle sends out alarm prompt information when determining that the obstacle distance is smaller than or equal to the preset alarm distance, the control vehicle can acquire the current obstacle coordinates of the obstacle, determine whether the current obstacle coordinates are in the running track of the vehicle, and if the current obstacle coordinates are not in the running track of the vehicle within the preset time, control the vehicle to stop sending out alarm prompt information, so that the parking experience of the passenger is further improved.
According to the scheme provided by the embodiment, the initial obstacle coordinates of the obstacle in the preset range of the vehicle are obtained, the running track of the vehicle is determined according to the running information of the vehicle, when the collision between the obstacle and the vehicle is determined according to the initial obstacle coordinates and the running track, the collision grade of the obstacle and the vehicle is determined, the vehicle is controlled to park according to the collision grade, whether the distance of the obstacle is smaller than or equal to the preset alarm distance is determined, and when the distance of the obstacle is smaller than or equal to the preset alarm distance, the vehicle is controlled to send alarm prompt information according to the distance of the obstacle and the preset alarm distance, the passenger can be reminded of the processing of the vehicle and the obstacle in time, and the parking experience of the passenger is improved.
Referring to fig. 6, which illustrates a parking control apparatus 300 according to an embodiment of the present application, the parking control apparatus 300 may be applied to the VCU 120 in the parking control system illustrated in fig. 1, and hereinafter, the parking control apparatus 300 illustrated in fig. 6 will be described in detail with reference to the VCU 120 as an example, and the parking control apparatus 300 may include an acquisition module 310, a trajectory determination module 320, a collision class determination module 330, and a parking control module 340.
The obtaining module 310 may be configured to obtain an initial obstacle coordinate of an obstacle within a preset range of the vehicle, where the initial obstacle coordinate uses a body center of the vehicle as a coordinate origin; the track determining module 320 may be configured to determine a driving track of the vehicle according to driving information of the vehicle; the collision rank determination module 330 may be used to determine a collision rank of an obstacle with a vehicle when it is determined that the obstacle collides with the vehicle according to the initial obstacle coordinates and the travel trajectory; the park control module 340 may be configured to control the vehicle to park based on the collision level.
In some embodiments, the trajectory determination module 320 may include a first acquisition unit and a first determination unit.
The first acquisition unit may be configured to acquire shift position information and steering angle information of the vehicle; the first determination unit may be configured to determine a travel locus of the vehicle based on the shift position information and the steering angle information.
In some embodiments, the parking control apparatus 300 may further include a first coordinate determination module, a second coordinate determination module, and a collision determination module.
The first coordinate determining module may be configured to determine, when the collision level determining module determines that the obstacle collides with the vehicle according to the initial obstacle coordinate and the driving track, an origin coordinate of a vehicle body coordinate system with a vehicle body center as an origin of coordinates during driving of the vehicle according to the gear information and the steering angle information before determining the collision level of the obstacle with the vehicle, where the origin coordinate is a coordinate of the origin of coordinates of the vehicle body coordinate system in a world coordinate system; the second coordinate determining module can be used for determining target obstacle coordinates of the obstacle in the running process of the vehicle according to the original point coordinates and the initial obstacle coordinates, wherein the target obstacle coordinates are coordinates in a world coordinate system; the collision determination module may be configured to determine whether the obstacle collides with the vehicle according to whether the target obstacle coordinate is within the travel trajectory.
In some embodiments, the collision level determination module 330 may include a second determination unit and a third determination unit.
The second determining unit may be configured to determine that the obstacle collides with the vehicle when the target obstacle coordinate is within the travel locus; the third determination unit may be configured to determine a collision level of the obstacle with the vehicle.
In some embodiments, the collision level determination module 330 may further include a fourth determination unit and a fifth determination unit.
The fourth determination unit may be configured to determine an obstacle type of the obstacle and an obstacle distance when it is determined that the obstacle collides with the vehicle based on the initial obstacle coordinates and the travel trajectory; the fifth determination unit may be configured to determine a collision level of the obstacle with the vehicle according to the type of the obstacle and the obstacle distance.
In some embodiments, the fifth determining unit may include a first determining subunit.
The first determining subunit may be configured to determine that the collision level of the obstacle with the vehicle is an emergency collision when the obstacle type is a static obstacle and the obstacle distance is less than or equal to a first preset distance.
In some embodiments, the park control module 340 may include a first control unit.
The first control unit may be configured to control the vehicle to park in a first preset mode in response to an emergency collision.
In some embodiments, the fifth determining unit may further include a second determining subunit.
The second determining subunit may be configured to determine that the collision level of the obstacle with the vehicle is a slow collision when the obstacle type is a static obstacle, the obstacle distance is greater than a first preset distance, and the obstacle distance is less than or equal to a second preset distance, where the first preset distance is less than the second preset distance.
In some embodiments, the park control module 340 may also include a second control unit.
The second control subunit may be configured to control the vehicle to park in a second predetermined mode in response to the slow collision.
In some embodiments, the fifth determining unit may further include a third determining subunit.
The third determination subunit may be configured to determine that the collision class of the obstacle with the vehicle is a slow collision when the obstacle type is a dynamic obstacle and the obstacle distance is less than or equal to the first preset distance.
In some embodiments, the park control module 340 may also include a third control unit.
The third control unit may be configured to control the vehicle to park in a second preset mode in response to the slow collision.
In some embodiments, the fifth determining unit may further include a fourth determining subunit.
The fourth determining subunit may be configured to determine that the collision level of the obstacle and the vehicle is a safe collision when the obstacle type is a dynamic obstacle, the obstacle distance is greater than a first preset distance, and the obstacle distance is less than or equal to a second preset distance, where the first preset distance is less than the second preset distance.
In some embodiments, the park control module 340 may also include a fourth control unit.
The fourth control unit may be configured to control the vehicle to park in a third preset mode in accordance with the safety collision.
In some embodiments, the park control device 300 may also include an alert distance determination module and an alert control module.
The alarm distance determining module can be used for determining whether the obstacle distance is smaller than or equal to a preset alarm distance; the alarm control module can be used for controlling the vehicle to send out alarm prompt information when the obstacle distance is smaller than or equal to the preset alarm distance.
In some embodiments, the park control module 340 may further include a sixth determination unit and a fifth control unit.
The sixth determining unit may be configured to determine a target parking position of the vehicle based on the collision level and a safety distance, the safety distance being used to characterize a distance from the obstacle when the vehicle is stopped; the fifth control unit may be configured to control parking of the vehicle to the target parking location.
In some embodiments, the acquisition module 310 may include a second acquisition unit, a third acquisition unit, and a fusion unit.
The second acquisition unit may be configured to acquire a first coordinate of the ultrasonic sensor for detecting an obstacle in a preset range of the vehicle, the first coordinate taking a body center of the vehicle as a coordinate origin; the third obtaining unit may be configured to obtain a second coordinate of the vision sensor for detecting an obstacle in a preset range of the vehicle, where the second coordinate uses a center of a body of the vehicle as a coordinate origin; the fusion unit may be configured to fuse the first coordinate with the second coordinate to obtain an initial obstacle coordinate of an obstacle within a preset range of the vehicle.
According to the scheme provided by the application, the initial obstacle coordinates of the obstacle in the preset range of the vehicle are obtained, the initial obstacle coordinates take the center of the vehicle body as the origin of coordinates, the running track of the vehicle is determined according to the running information of the vehicle, when the collision between the obstacle and the vehicle is determined according to the initial obstacle coordinates and the running track, the collision grade of the obstacle and the vehicle is determined, and the vehicle is controlled to park according to the collision grade, so that the collision risk between the vehicle and the obstacle in the running process of the vehicle is predicted according to the obstacle coordinates of the obstacle and the running track of the vehicle, the vehicle is controlled to park, the collision between the vehicle and the obstacle in the automatic parking process of the vehicle can be avoided, and the safety of the automatic parking process is improved.
Further, according to the collision grade of collision between the obstacle and the vehicle, the vehicle is controlled to park, so that poor parking experience of passengers due to emergency braking when the vehicle and the obstacle collide safely in the automatic parking process can be avoided, and the parking experience of the passengers is improved.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. For the apparatus class embodiments, the description is relatively simple as it is substantially similar to the method embodiments, and reference is made to the description of the method embodiments for relevant points. Any of the described processing manners in the method embodiment may be implemented by a corresponding processing module in the device embodiment, which is not described in detail in the device embodiment.
In addition, each functional module in each embodiment of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module. The integrated modules may be implemented in hardware or in software functional modules.
Referring to fig. 7, a functional block diagram of a vehicle 500 according to another embodiment of the application is shown, the vehicle 500 may include one or more of the following components: memory 510, processor 520, and one or more applications, wherein the one or more applications may be stored in memory 510 and configured to be executed by the one or more processors 520, the one or more applications configured to perform the method as described in the foregoing method embodiments.
Memory 510 may include random access Memory (Random Access Memory, RAM) or Read-Only Memory (ROM). Memory 510 may be used to store instructions, programs, code sets, or instruction sets. The memory 510 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for implementing at least one function (such as obtaining initial obstacle coordinates, determining a travel trajectory, determining a collision occurrence, determining a collision level, controlling parking, obtaining gear information, obtaining steering angle information, determining origin coordinates, determining target obstacle coordinates, determining a type of obstacle, determining an obstacle distance, determining an emergency collision, controlling a first preset mode parking, determining a slow collision, controlling a second preset mode parking, determining a safe collision, controlling a third preset mode parking, determining the magnitude of an obstacle distance and a preset alert distance, issuing alert information, determining a target parking position, obtaining first coordinates, obtaining second coordinates, fusing the first coordinates and the second coordinates, etc.), instructions for implementing various method embodiments described below, and the like. The stored data area may also store data created by the vehicle 500 in use (such as a vehicle, a preset range, an obstacle, an initial obstacle coordinate, a vehicle body center, a coordinate origin, travel information, a travel track, gear information, steering angle information, a collision level, a vehicle body coordinate system, origin coordinates, a world coordinate system, a target obstacle coordinate, a safety distance, a target parking position, an obstacle type, an obstacle distance, a static obstacle, a first preset distance, an emergency collision, a first preset mode, a second preset distance, a slow collision, a second preset mode, a dynamic obstacle, a safety collision, a third preset mode, a preset warning distance, warning prompt information, a first coordinate, and a second coordinate), and the like.
Processor 520 may include one or more processing cores. The processor 520 utilizes various interfaces and lines to connect various portions of the overall vehicle 500, perform various functions of the vehicle 500, and process data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 510, and invoking data stored in the memory 510. Alternatively, the processor 520 may be implemented in hardware in at least one of digital signal Processing (DIGITAL SIGNAL Processing, DSP), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 520 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU), and a modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 520 and may be implemented solely by a single communication chip.
Referring to fig. 8, a block diagram of a computer readable storage medium according to an embodiment of the present application is shown. The computer readable storage medium 600 has stored therein program code 610, the program code 610 being executable by a processor to perform the method described in the above method embodiments.
The computer readable storage medium 600 may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read only memory), an EPROM, a hard disk, or a ROM. Optionally, computer readable storage medium 600 comprises a non-volatile computer readable medium (non-transitory computer-readable storage medium). The computer readable storage medium 600 has storage space for program code 610 that performs any of the method steps described above. The program code can be read from or written to one or more computer program products. Program code 610 may be compressed, for example, in a suitable form.
According to the scheme provided by the application, the initial obstacle coordinates of the obstacle in the preset range of the vehicle are obtained, the initial obstacle coordinates take the center of the vehicle body of the vehicle as the origin of coordinates, the running track of the vehicle is determined according to the running information of the vehicle, when the collision between the obstacle and the vehicle is determined according to the initial obstacle coordinates and the running track, the collision grade of the obstacle and the vehicle is determined, and the vehicle is controlled to park according to the collision grade, so that the obstacle coordinates of the obstacle and the running track of the vehicle are realized, the collision risk of the vehicle and the obstacle in the running process of the vehicle is predicted, the vehicle is controlled to park, the collision between the vehicle and the obstacle in the automatic parking process of the vehicle is avoided, and the safety of the automatic parking process is improved.
Further, according to the collision grade of collision between the obstacle and the vehicle, the vehicle is controlled to park, so that poor parking experience of passengers due to emergency braking when the vehicle and the obstacle collide safely in the automatic parking process can be avoided, and the parking experience of the passengers is improved.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be appreciated by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (7)
1. A parking control method, characterized by comprising:
acquiring initial obstacle coordinates of an obstacle detection of a vehicle-mounted sensor in a preset range of a vehicle, wherein the initial obstacle coordinates take the center of a vehicle body of the vehicle as a coordinate origin;
Acquiring the running information of the vehicle, wherein the running information of the vehicle comprises gear information and steering angle information;
Determining a running track of the vehicle according to the running information of the vehicle;
determining a rear axle center coordinate according to the vehicle body center coordinate of the vehicle and the distance between the vehicle body center and the vehicle body rear axle center;
determining the center coordinates of the rear axle after translation according to the center coordinates of the rear axle, steering angle information and the turning radius of the vehicle;
Performing rotation transformation on the translated rear axle center coordinate to obtain a rotated rear axle center coordinate;
According to the rotated center coordinates of the rear axle and the distance between the center of the vehicle body and the center of the rear axle of the vehicle body, determining the origin coordinates of a vehicle body coordinate system with the center of the vehicle body as the origin of coordinates in the running process of the vehicle, wherein the origin coordinates are the coordinates of the origin of coordinates of the vehicle body coordinate system in a world coordinate system;
determining target obstacle coordinates of the obstacle in the running process of the vehicle according to the origin coordinates and the initial obstacle coordinates, wherein the target obstacle coordinates are coordinates in a world coordinate system;
When the target obstacle coordinates are in the running track, determining that the obstacle collides with the vehicle, and determining the type of the obstacle and the distance of the obstacle;
When the obstacle type is a static obstacle and the obstacle distance is smaller than or equal to a first preset distance, determining that the collision level of the obstacle and the vehicle is an emergency collision, and controlling the vehicle to park in a first preset mode for representing emergency braking;
When the obstacle type is a static obstacle, the obstacle distance is larger than the first preset distance, and the obstacle distance is smaller than or equal to a second preset distance, determining that the collision level of the obstacle and the vehicle is slow collision, and controlling the vehicle to park in a second preset mode for representing comfortable braking; the first preset distance is smaller than the second preset distance;
When the obstacle type is a dynamic obstacle and the obstacle distance is smaller than or equal to the first preset distance, determining that the collision level of the obstacle and the vehicle is slow collision, and controlling the vehicle to park in a second preset mode for representing comfortable braking;
And when the obstacle type is a dynamic obstacle, the obstacle distance is larger than the first preset distance, and the obstacle distance is smaller than or equal to the second preset distance, determining that the collision level of the obstacle and the vehicle is safe collision, and controlling the vehicle to park in a third preset mode for representing sliding braking.
2. The parking control method according to claim 1, characterized by further comprising:
Determining whether the obstacle distance is smaller than or equal to a preset alarm distance;
And when the obstacle distance is determined to be smaller than or equal to the preset alarm distance, controlling the vehicle to send alarm prompt information.
3. The parking control method according to claim 1, characterized by further comprising:
And determining a target parking position of the vehicle according to the collision grade and a safety distance, wherein the safety distance is used for representing the distance between the vehicle and the obstacle when the vehicle stops.
4. A parking control method according to any one of claims 1 to 3, wherein the acquiring initial obstacle coordinates of obstacle detection by the in-vehicle sensor within a preset range of the vehicle includes:
Acquiring a first coordinate of an ultrasonic sensor for detecting an obstacle in a preset range of a vehicle, wherein the first coordinate takes the center of a vehicle body of the vehicle as a coordinate origin;
acquiring a second coordinate of the vision sensor for detecting an obstacle in a preset range of the vehicle, wherein the second coordinate takes the center of the vehicle body of the vehicle as a coordinate origin;
And fusing the first coordinate and the second coordinate to obtain the initial obstacle coordinate of the obstacle in the preset range of the vehicle.
5. A parking control apparatus, characterized by comprising:
the vehicle-mounted sensor is used for detecting an obstacle in a preset range of the vehicle, and the initial obstacle coordinate takes the center of the vehicle body of the vehicle as a coordinate origin;
the track determining module is used for acquiring the running information of the vehicle, wherein the running information of the vehicle comprises gear information and steering angle information;
The track determining module is further used for determining the running track of the vehicle according to the running information of the vehicle;
A first coordinate determination module for:
determining a rear axle center coordinate according to the vehicle body center coordinate of the vehicle and the distance between the vehicle body center and the vehicle body rear axle center;
determining the center coordinates of the rear axle after translation according to the center coordinates of the rear axle, steering angle information and the turning radius of the vehicle;
Performing rotation transformation on the translated rear axle center coordinate to obtain a rotated rear axle center coordinate;
According to the rotated center coordinates of the rear axle and the distance between the center of the vehicle body and the center of the rear axle of the vehicle body, determining the origin coordinates of a vehicle body coordinate system with the center of the vehicle body as the origin of coordinates in the running process of the vehicle, wherein the origin coordinates are the coordinates of the origin of coordinates of the vehicle body coordinate system in a world coordinate system;
The second coordinate determining module is used for determining target obstacle coordinates of the obstacle in the running process of the vehicle according to the original point coordinates and the initial obstacle coordinates, wherein the target obstacle coordinates are coordinates in a world coordinate system;
A collision grade determining module, configured to determine that the obstacle collides with the vehicle when the target obstacle coordinate is within the travel track, and determine an obstacle type and an obstacle distance of the obstacle;
The parking control module is used for:
When the obstacle type is a static obstacle and the obstacle distance is smaller than or equal to a first preset distance, determining that the collision level of the obstacle and the vehicle is an emergency collision, and controlling the vehicle to park in a first preset mode for representing emergency braking;
When the obstacle type is a static obstacle, the obstacle distance is larger than the first preset distance, and the obstacle distance is smaller than or equal to a second preset distance, determining that the collision level of the obstacle and the vehicle is slow collision, and controlling the vehicle to park in a second preset mode for representing comfortable braking; the first preset distance is smaller than the second preset distance;
When the obstacle type is a dynamic obstacle and the obstacle distance is smaller than or equal to the first preset distance, determining that the collision level of the obstacle and the vehicle is slow collision, and controlling the vehicle to park in a second preset mode for representing comfortable braking;
And when the obstacle type is a dynamic obstacle, the obstacle distance is larger than the first preset distance, and the obstacle distance is smaller than or equal to the second preset distance, determining that the collision level of the obstacle and the vehicle is safe collision, and controlling the vehicle to park in a third preset mode for representing sliding braking.
6. A vehicle, characterized by comprising:
A memory;
One or more processors coupled with the memory;
One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by one or more processors, the one or more applications configured to perform the parking control method of any of claims 1-4.
7. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored therein a program code, which is callable by a processor to execute the parking control method according to any one of claims 1 to 4.
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