Pedal stroke-based brake force adjustment method, device, equipment and storage medium

Abstract

The application relates to the technical field of auxiliary driving, and discloses a brake force adjustment method and device based on pedal stroke, equipment and a storage medium. The technical scheme of the application can adjust the brake force corresponding to the current brake pedal stroke in real time, and can obtain the compensation force corresponding to the current brake pedal stroke according to a target compensation force table to compensate the brake force generated by the current brake pedal, thereby solving the problem of insufficient brake force caused by the fact that the driver cannot directly step on the brake pedal to the bottom. The application enables a driver with a short height to realize full braking of the vehicle in a comfortable sitting posture, thereby improving the user experience and avoiding the safety hazards caused by insufficient brake force.

Description

Technical Field

[0001] This application relates to the field of driver assistance technology, specifically to a method, device, equipment, and storage medium for adjusting braking force based on pedal travel. Background Technology

[0002] The brake pedal is the main tool for drivers to control the braking of a vehicle. However, when a vehicle is designed, the movement space of the brake pedal is fixed. For most drivers, their leg length matches the movement space of the brake pedal. However, for some shorter drivers, even when the driver's seat is adjusted to its front limit, they still cannot press the brake pedal all the way down.

[0003] For these drivers, they need to actively lean forward to make proper contact with the brake pedal. After prolonged driving, their legs experience significant stress, leading to cramps and soreness, posing a safety hazard. Therefore, it is necessary to provide a braking force adjustment scheme based on pedal travel to address the technical problem of insufficient braking force caused by drivers not being able to fully depress the brake pedal in a comfortable driving position. Summary of the Invention

[0004] In view of the above problems, this application provides a braking force adjustment method, device, equipment, and storage medium based on pedal travel, to solve the problem of insufficient braking force caused by drivers not being able to fully depress the brake pedal in a comfortable seating position. By detecting whether the current driver's user information matches historical user information, if so, the compensation force lookup table corresponding to the successfully matched historical user information is directly obtained as the target compensation force lookup table. The preset compensation force corresponding to the initial brake pedal travel matching the current brake pedal travel is used as the target compensation force. Finally, the braking force corresponding to the current brake pedal travel is adjusted according to the target compensation force to control the vehicle's braking. This achieves real-time adjustment of the braking force corresponding to the current brake pedal travel, and simultaneously compensates for the braking force generated by the current brake pedal by obtaining the compensation force corresponding to the current brake pedal travel according to the target compensation force lookup table, solving the problem of insufficient braking force caused by the driver not being able to fully depress the brake pedal. This allows even shorter drivers to achieve full braking of the vehicle in a comfortable seating position, thereby improving the user experience and avoiding safety hazards caused by insufficient braking force.

[0005] According to one aspect of the embodiments of this application, a method for adjusting braking force based on pedal travel is provided. The method includes: detecting whether the user information of the current driver matches historical user information; if so, obtaining a compensation force lookup table corresponding to the successfully matched historical user information as a target compensation force lookup table; wherein, the target compensation force lookup table includes multiple initial brake pedal travels and preset compensation forces corresponding to each initial pedal travel; matching the current brake pedal travel of the current driver with the initial brake pedal travels, and obtaining the preset compensation force corresponding to the successfully matched initial brake pedal travels as a target compensation force; adjusting the braking force corresponding to the current brake pedal travel according to the target compensation force, so as to perform braking control on the vehicle based on the adjusted braking force.

[0006] In one optional approach, the step of detecting whether the current driver's user information matches historical user information further includes: if not, issuing a static brake pedal prompt to receive feedback on the initial pedal travel change when the current driver depresses the brake pedal; establishing a compensation force lookup table for the current driver based on the feedback of the initial pedal travel change; and updating the historical user information based on the current driver's user information and the current driver's target compensation force lookup table.

[0007] In one optional approach, the step of establishing a compensation force lookup table for the current driver based on the feedback of the initial pedal travel change further includes: calculating the initial braking force generated by the initial pedal travel change and obtaining an initial braking force lookup table; wherein the initial braking force lookup table includes multiple initial pedal travels and the initial braking force corresponding to each initial pedal travel; calculating the preset braking force generated by the preset pedal travel change and obtaining a preset braking force lookup table; wherein the preset braking force lookup table includes multiple preset pedal travels and the preset braking force corresponding to each preset pedal travel; and establishing a mapping between the initial pedal travel change and the preset pedal travel change. A relationship is established so that the initial pedal travel corresponds one-to-one with the preset pedal travel, and a mapping table is obtained that includes the correspondence between each initial pedal travel and each preset pedal travel. Based on the initial braking force lookup table, the preset braking force lookup table, and the mapping table, an initial compensation force lookup table is obtained. The initial compensation force lookup table includes multiple initial brake pedal travels and the initial compensation force corresponding to each initial pedal travel. Based on the standard compensation force corresponding to each preset brake pedal travel, the initial compensation force lookup table, and the mapping table, a compensation force lookup table for the current driver is established. The standard compensation force is a preset compensation force.

[0008] In an optional embodiment, the step of obtaining the initial compensation force reference table based on the initial braking force reference table, the preset braking force reference table, and the mapping relationship table further includes: obtaining the correspondence between each initial pedal stroke and each preset braking force based on the mapping relationship table and the preset braking force corresponding to each preset pedal stroke; obtaining the initial compensation force corresponding to each initial pedal stroke based on the initial braking force corresponding to each initial pedal stroke and the correspondence between each initial pedal stroke and each preset braking force; wherein, the initial compensation force is the force difference between the preset braking force and the initial braking force.

[0009] In one optional approach, the step of establishing the compensation force lookup table for the current driver based on the standard compensation force corresponding to each preset brake pedal travel, the initial compensation force lookup table, and the mapping table further includes: obtaining the standard compensation force corresponding to each initial brake pedal travel based on the standard compensation force corresponding to each preset brake pedal travel and the mapping table; obtaining the preset compensation force for each initial brake pedal travel based on the standard compensation force corresponding to each initial brake pedal travel and the initial compensation force corresponding to each initial brake pedal travel; and obtaining the compensation force lookup table for the current driver based on the initial brake pedal travel and the preset compensation force for each initial brake pedal travel.

[0010] In one optional approach, the step of obtaining the preset compensation force for each initial brake pedal stroke based on the standard compensation force and the initial compensation force corresponding to each initial brake pedal stroke further includes: traversing each initial brake pedal stroke and taking the traversed initial brake pedal stroke as the target initial brake pedal stroke; summing the standard compensation force and the initial compensation force corresponding to the target initial brake pedal stroke; and taking the result as the preset compensation force corresponding to the target initial brake pedal stroke, thereby obtaining the preset compensation force corresponding to each initial brake pedal stroke.

[0011] In one alternative approach, the step of adjusting the braking force corresponding to the current brake pedal travel based on the target compensation force to perform braking control on the vehicle based on the adjusted braking force further includes: summing the target compensation force and the braking force corresponding to the current brake pedal travel to obtain a calculation result; using the calculation result as the target braking force, and performing braking control on the vehicle based on the target braking force.

[0012] According to another aspect of the embodiments of this application, a braking force adjustment device based on pedal travel is provided, comprising: an information matching module, configured to detect whether the current driver's user information matches historical user information; the information matching module is further configured to, if so, obtain a compensation force lookup table corresponding to the successfully matched historical user information as a target compensation force lookup table; wherein, the target compensation force lookup table includes multiple initial brake pedal travels and preset compensation forces corresponding to each initial pedal travel; a travel matching module, configured to match the current driver's current brake pedal travel with the initial brake pedal travels, and obtain the preset compensation force corresponding to the successfully matched initial brake pedal travels as a target compensation force; and a braking force compensation module, configured to adjust the braking force corresponding to the current brake pedal travel according to the target compensation force, so as to perform braking control on the vehicle based on the adjusted braking force.

[0013] According to another aspect of the embodiments of this application, an apparatus is provided, comprising: a controller; and a memory for storing one or more programs, which, when executed by the controller, cause the controller to implement the braking force adjustment method based on pedal travel as described in any of the preceding claims.

[0014] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction, which, when executed on a device / equipment, causes the device / equipment to perform the operation in the braking force adjustment method based on pedal travel as described in any of the preceding claims.

[0015] This application embodiment detects whether the current driver's user information matches historical user information. If so, it directly obtains the compensation force lookup table corresponding to the successfully matched historical user information as the target compensation force lookup table, and uses the preset compensation force corresponding to the initial brake pedal travel that matches the current brake pedal travel as the target compensation force. Finally, it adjusts the braking force corresponding to the current brake pedal travel based on the target compensation force to control the vehicle's braking based on the adjusted braking force. This allows for real-time adjustment of the braking force corresponding to the current brake pedal travel, and simultaneously compensates for the braking force generated by the current brake pedal by obtaining the compensation force corresponding to the current brake pedal travel based on the target compensation force lookup table. This solves the problem of insufficient braking force caused by the driver's inability to fully depress the brake pedal. It allows even shorter drivers to achieve complete braking of the vehicle from a comfortable seating position, thereby improving the user experience and avoiding safety hazards caused by insufficient braking force.

[0016] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0017] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0018] Figure 1 A schematic flowchart of an embodiment of the braking force adjustment method based on pedal travel provided in this application is shown;

[0019] Figure 2 A schematic flowchart of another embodiment of the braking force adjustment method based on pedal travel provided in this application is shown;

[0020] Figure 3 A flowchart illustrating another embodiment of the braking force adjustment method based on pedal travel provided in this application is shown.

[0021] Figure 4 A schematic flowchart of another embodiment of the braking force adjustment method based on pedal travel provided in this application is shown;

[0022] Figure 5 A schematic flowchart of another embodiment of the braking force adjustment method based on pedal travel provided in this application is shown;

[0023] Figure 6 A flowchart illustrating another embodiment of the braking force adjustment method based on pedal travel provided in this application is shown.

[0024] Figure 7 A schematic flowchart of another embodiment of the braking force adjustment method based on pedal travel provided in this application is shown;

[0025] Figure 8 This application shows a schematic diagram of the overall curve of the standard braking force provided.

[0026] Figure 9 This application shows a schematic diagram of the first segment of the standard braking force curve provided in this application;

[0027] Figure 10 This application shows a schematic diagram of the second segment of the standard braking force curve.

[0028] Figure 11 This application shows a schematic diagram of the third segment of the standard braking force curve.

[0029] Figure 12 A schematic diagram of the structure of the first embodiment of the braking force adjustment device based on pedal travel provided in this application is shown;

[0030] Figure 13 A schematic diagram of an embodiment of the device provided in this application is shown. Detailed Implementation

[0031] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0032] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0033] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0034] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0035] The brake pedal is the primary tool for drivers to control vehicle braking. However, the movement space of the brake pedal is fixed during vehicle design. For most drivers, their leg length matches the movement space of the brake pedal. But for some shorter drivers, even when the driver's seat is adjusted to its forward limit, they still need to actively lean forward so that their feet can make good contact with the brake pedal. After driving for a long time, the legs are under great stress, resulting in cramps and soreness, which poses a certain safety hazard.

[0036] Therefore, this patent addresses the needs of drivers who are shorter and have difficulty pressing the brake pedal. This application designs a braking force adjustment method, device, equipment, and storage medium based on pedal travel, which can adjust the brake pedal travel according to the driver's habits and physical characteristics to ensure braking effectiveness. To illustrate this application in detail, the following embodiments are provided.

[0037] Figure 1 A flowchart illustrating an embodiment of the braking force adjustment method based on pedal travel according to this application is shown, the method being executed by a computer device. Please refer to... Figure 1 As shown, the method includes the following steps:

[0038] Step S110: Detect whether the current driver's user information matches the historical user information.

[0039] The user information can be facial recognition data, fingerprint data, voiceprint data, iris data, etc., as long as it can distinguish between drivers. Historical user information includes user information from multiple historical users, who are drivers for whom a compensation force comparison table has been established.

[0040] Specifically, user information commonly includes the driver's facial information. Based on this facial information, facial recognition can be performed quickly to determine whether the current driver is a historical user whose compensation force reference table has been stored. User information can also be fingerprint information. For example, a fingerprint scanner can be installed on the steering wheel to recognize the driver's hand when it is placed on the steering wheel, thus determining whether the current driver is a historical user whose compensation force reference table has been stored.

[0041] Step S120: If yes, then obtain the compensation force lookup table corresponding to the historical user information that was successfully matched, and use it as the target compensation force lookup table.

[0042] The target compensation force lookup table includes multiple initial brake pedal travels and the preset compensation force corresponding to each initial pedal travel.

[0043] Specifically, each user has their own personalized compensation force table, which is a table showing the relationship between the initial brake pedal travel and the preset compensation force. Since brake pedal travel is a dynamic process from 0 to a certain scale value, the initial brake pedal travel is an instantaneous value. Because braking pedal depressing is always an instantaneous value in actual driving, each instantaneous value should have a corresponding required compensation force. The difference lies in the magnitude of the compensation force depending on the brake pedal travel.

[0044] Step S130: Match the current brake pedal travel of the current driver with the initial brake pedal travel, and obtain the preset compensation force corresponding to the successfully matched initial brake pedal travel as the target compensation force.

[0045] Specifically, based on the real-time change in brake pedal travel, the initial brake pedal travel corresponding to that travel size is found. Then, by referring to the target compensation force lookup table, the preset compensation force corresponding to the initial brake pedal travel size is obtained. This allows for compensation of the braking force.

[0046] Step S140: Adjust the braking force corresponding to the current brake pedal travel according to the target compensation force, so as to control the vehicle braking based on the adjusted braking force.

[0047] Specifically, the target compensation force is the amount of force that needs to be compensated for for the braking force corresponding to the current brake pedal travel. By adjusting and compensating for the current braking force before applying the brakes, insufficient braking force that could lead to abnormal braking can be avoided.

[0048] Beneficial Effects: This application embodiment detects whether the current driver's user information matches historical user information. If so, it directly obtains the compensation force lookup table corresponding to the successfully matched historical user information as the target compensation force lookup table, and uses the preset compensation force corresponding to the initial brake pedal stroke matching the current brake pedal stroke as the target compensation force. Finally, it adjusts the braking force corresponding to the current brake pedal stroke based on the target compensation force to control the vehicle's braking based on the adjusted braking force. This allows for real-time adjustment of the braking force corresponding to the current brake pedal stroke, and simultaneously compensates for the braking force generated by the current brake pedal stroke by obtaining the compensation force corresponding to the current brake pedal stroke based on the target compensation force lookup table. This solves the problem of insufficient braking force caused by the driver's inability to fully depress the brake pedal. It allows shorter drivers to achieve complete braking of the vehicle from a comfortable seating position, thereby improving the user experience and avoiding safety hazards caused by insufficient braking force.

[0049] In some embodiments, such as Figure 2 As shown, step S110 further includes:

[0050] Step S111: If not, issue a static brake pedal prompt to receive feedback on the initial pedal travel change from the current driver's brake pedal press.

[0051] The static brake pedal reminder is to prompt the driver to press the brake pedal when the vehicle is parked.

[0052] Specifically, this system will provide a prompt indicating whether to press the pedal at a constant speed, a fast speed, or a slow speed, and it must be done while the driver is in a comfortable seating position. The initial pedal travel changes received here can be multiple times; that is, the driver presses the pedal multiple times, and multiple initial pedal travel changes are received as feedback. The significance of multiple presses and multiple feedback is to ensure the accuracy of subsequent calculations through a large amount of data. This avoids overgeneralization that could lead to inaccurate compensation force comparison tables.

[0053] Step S112: Based on the feedback of the initial pedal travel change, establish a compensation force comparison table for the current driver.

[0054] The compensation force comparison table includes multiple initial pedal strokes and the preset compensation force corresponding to each initial pedal stroke.

[0055] Step S113: Update the historical user information based on the current driver's user information and the target compensation force comparison table of the current driver.

[0056] Specifically, by establishing a compensation force comparison table, the historical user information can be updated accordingly based on the current driver's user information, making the current driver also a member of the historical users.

[0057] Beneficial effects: By establishing a compensation force comparison table for current drivers whose user information does not match historical user information, and further updating historical user information based on the current driver's user information, the system allows the current driver to adjust braking force in real time according to the compensation force comparison table when driving again.

[0058] In some embodiments, such as Figure 3 As shown, step S112 further includes:

[0059] Step S210: Calculate the initial braking force generated by the initial pedal travel change and obtain the initial braking force comparison table.

[0060] The initial braking force comparison table includes multiple initial pedal travels and the initial braking force corresponding to each initial pedal travel.

[0061] Specifically, the driver can first enter the brake pedal travel adjustment mode. With the driver in a comfortable sitting position, he presses the brake pedal, which causes the brake pedal to compress. The "pedal travel sensor" senses the amount of displacement of the pedal. This signal is used as the compression stroke of the brake pedal piston, and the maximum operating stroke of the power assist motor is automatically calculated based on this signal.

[0062] Initial braking force is the braking force generated by the initial pedal travel of the vehicle, and it is only related to the change in the initial pedal travel. The initial pedal travel is the real-time value obtained by the driver while pressing the pedal.

[0063] Step S220: Calculate the preset braking force generated by the preset pedal travel change and obtain the preset braking force comparison table.

[0064] The preset braking force comparison table includes multiple preset pedal travels and the preset braking force corresponding to each preset pedal travel.

[0065] Specifically, the preset pedal travel variation is the standard braking force corresponding to the standard pedal travel variation set at the factory when the vehicle leaves the factory.

[0066] Step S230: Establish a mapping relationship between the initial pedal travel change and the preset pedal travel change, so that the initial pedal travel and the preset pedal travel correspond one-to-one, and obtain a mapping relationship table including the correspondence between each initial pedal travel and each preset pedal travel.

[0067] The initial pedal travel variation is the actual value pressed by the current driver. The preset pedal travel variation is the theoretical value set by the vehicle's standard human body, which allows the driver to easily press the brake pedal to 100% of its opening.

[0068] Specifically, since the current driver is not a theoretically standard person, and may not be able to fully depress the brake pedal due to short legs, it is necessary to establish a mapping relationship between the initial pedal travel change and the preset pedal travel change. This will allow us to determine the mapping relationship between the actual pedal travel change that the current driver can press in the current comfortable seating position and the theoretically required pedal travel change.

[0069] Step S240: Obtain the initial compensation force comparison table based on the initial braking force comparison table, the preset braking force comparison table, and the mapping relationship table.

[0070] The initial compensation force table includes multiple initial brake pedal travels and the initial compensation force corresponding to each initial pedal travel.

[0071] Specifically, based on the preset braking force corresponding to each preset pedal stroke in the preset braking force lookup table and the correspondence between each initial pedal stroke and each preset pedal stroke in the mapping table, the preset braking force corresponding to each initial pedal stroke can be obtained. The preset braking force corresponding to the initial pedal stroke is the theoretically expected braking force, while the corresponding initial braking force is the actual braking force achieved. The difference between the two is the initial compensation force corresponding to each initial pedal stroke.

[0072] Step S250: Based on the standard compensation force, initial compensation force comparison table and mapping relationship table corresponding to each preset brake pedal travel, establish the compensation force comparison table for the current driver.

[0073] The standard compensation force is a preset compensation force.

[0074] Specifically, the standard compensation force is the compensation force preset in the vehicle's factory settings. That is, when a standard person, theoretically capable of fully depressing the brake pedal, controls the vehicle's braking by pressing the brake pedal, the vehicle will generate a supplementary force by default, which is the standard supplementary force. Different vehicles have different standard compensation forces due to their inherent design, but all are preset and known. Since the standard compensation force is designed with a theoretical standard person as a reference, each preset brake pedal travel corresponds to a standard compensation force. Therefore, it is necessary to use a mapping table to map the standard compensation force corresponding to the preset brake pedal travel to the standard compensation force corresponding to the initial brake pedal travel. Then, by combining the initial compensation force corresponding to the initial brake pedal travel, the total compensation force required for each initial brake pedal travel in actual braking can be obtained, which is the preset compensation force in the above embodiment. Furthermore, a compensation force lookup table for the current driver can be obtained based on the preset compensation forces corresponding to each initial brake pedal travel.

[0075] Beneficial Effects: This method further refines the steps for establishing a compensation force reference table for the current driver. It calculates the initial braking force corresponding to each initial pedal travel based on changes in initial pedal travel, and simultaneously calculates the preset braking force corresponding to each preset pedal travel based on changes in preset pedal travel. Then, it establishes the correspondence between each initial pedal travel and each preset pedal travel. Based on these correspondences, it calculates the initial compensation force corresponding to each initial pedal travel. Combined with the standard compensation force corresponding to each preset brake pedal travel, it obtains the preset compensation force corresponding to each initial pedal travel, thus successfully establishing a compensation force reference table for the current driver. This allows the current driver to directly use this table to obtain the corresponding preset compensation force for braking force compensation during subsequent driving. This enables adjustments to the initial pedal travel based on the driver's habits and physical characteristics, resulting in a corresponding compensation force reference table. This allows for real-time adjustment of the braking force, avoiding safety hazards caused by insufficient braking force and improving driving safety and comfort.

[0076] In some embodiments, such as Figure 4 As shown, step S240 further includes:

[0077] Step S241: Based on the mapping table and the preset braking force corresponding to each preset pedal stroke, obtain the correspondence between each initial pedal stroke and each preset braking force.

[0078] The mapping table shows the correspondence between each initial pedal travel and each preset pedal travel.

[0079] Specifically, given the correspondence between "initial pedal travel and preset pedal travel" and "preset pedal travel and preset braking force," the correspondence between "initial pedal travel and preset braking force" can be obtained. Because they are all one-to-one correspondences, they can be directly correlated to obtain the correspondence between each initial pedal travel and each preset braking force.

[0080] Step S242: Based on the initial braking force corresponding to each initial pedal travel and the correspondence between each initial pedal travel and each preset braking force, obtain the initial compensation force corresponding to each initial pedal travel.

[0081] The initial compensation force is the force difference between the preset braking force and the initial braking force.

[0082] Specifically, the correspondence between "initial pedal travel and initial braking force" and "initial pedal travel and preset braking force" is known, and both are one-to-one correspondences. Furthermore, "initial compensation force = preset braking force - initial braking force." Therefore, the correspondence between "initial pedal travel and initial compensation force" can be obtained. Here, the initial braking force is the actual force generated, the preset braking force is the theoretical requirement, and the initial compensation force compensates for the difference between the actual and theoretical values; hence, "initial compensation force = preset braking force - initial braking force."

[0083] Beneficial effects: The steps for obtaining the initial compensation force are further refined. First, by establishing the correspondence between the initial pedal travel and the preset pedal travel, and the correspondence between the preset pedal travel and the preset braking force, the correspondence between the initial pedal travel and the preset braking force is obtained. Then, combining this correspondence, the initial braking force and the preset braking force corresponding to each initial pedal travel are obtained. Finally, the initial braking force is subtracted from the preset braking force corresponding to each initial pedal travel to obtain the initial compensation force corresponding to each initial pedal travel. Through the mutual correspondence, the initial braking force and the preset braking force corresponding to each initial pedal travel are quickly obtained. Furthermore, the calculation of the initial compensation force is transformed into a simple mathematical calculation, improving the calculation efficiency of the initial compensation force and thus increasing the overall processing speed of the solution.

[0084] In some embodiments, such as Figure 5 As shown, step S250 further includes:

[0085] Step S251: Obtain the standard compensation force corresponding to each initial brake pedal stroke based on the standard compensation force and mapping relationship table corresponding to each preset brake pedal stroke.

[0086] The mapping relationship between "preset brake pedal travel and standard compensation force" is the same as the mapping relationship between "initial pedal travel and preset pedal travel". Therefore, the mapping relationship between "initial pedal travel, preset pedal travel and standard compensation force" is also present.

[0087] Specifically, after simplification, the correspondence between "initial pedal travel and standard compensation force" can be quickly obtained. The standard compensation force is the force that the vehicle itself would compensate for based on a theoretical standard human. Since the standard compensation force is also designed with a theoretical standard human as a reference, each preset brake pedal travel corresponds to a standard compensation force. Therefore, it is necessary to combine the mapping table to map the standard compensation force corresponding to the preset brake pedal travel to the standard compensation force corresponding to the initial brake pedal travel.

[0088] Step S252: Based on the standard compensation force corresponding to each initial brake pedal stroke and the initial compensation force corresponding to each initial brake pedal stroke, obtain the preset compensation force corresponding to each initial brake pedal stroke.

[0089] Among them, the correspondence between "initial pedal travel and standard compensation force" and "initial pedal travel and initial compensation force" are defined, and the total compensation force is the preset compensation force, while "total compensation force = standard compensation force + initial compensation force".

[0090] Specifically, the correspondence between "initial pedal travel and total compensation force" can be quickly obtained, where "total compensation force = (standard compensation force + initial compensation force)", that is, the preset compensation force corresponding to each initial brake pedal travel.

[0091] Step S253: Based on each initial brake pedal travel and the preset compensation force corresponding to each initial brake pedal travel, obtain the current driver's compensation force reference table.

[0092] Specifically, as known in step S120 of the above embodiments, the compensation force lookup table, like the target compensation force lookup table, includes multiple initial brake pedal strokes and a preset compensation force corresponding to each initial pedal stroke. Therefore, by obtaining the preset compensation force corresponding to each initial brake pedal stroke, the current driver's compensation force lookup table can be further obtained.

[0093] Beneficial effects: The steps for establishing the current driver's compensation force reference table have been further refined. By matching the corresponding relationships, the standard compensation force for the initial pedal travel can be quickly obtained. Then, based on a simple summation formula, the standard compensation force is added to the initial compensation force to obtain the preset compensation force for the initial pedal travel, thereby obtaining the current driver's compensation force reference table. This also improves the calculation efficiency of the preset compensation force and the overall processing speed of the solution.

[0094] In some embodiments, such as Figure 6As shown, step S252 further includes:

[0095] Step S310: Traverse each initial brake pedal travel and take the traversed initial brake pedal travel as the target initial brake pedal travel.

[0096] Specifically, since the preset compensation force for each initial brake pedal travel needs to be calculated, a traversal approach is used to iterate through each initial brake pedal travel and use the traversed initial brake pedal travel as the target initial brake pedal travel. This avoids missing individual initial brake pedal travels, and thus avoids missing preset compensation forces.

[0097] Step S320: Summate the standard compensation force and the initial compensation force corresponding to the target initial brake pedal travel.

[0098] Specifically, the correspondence between "target initial pedal travel and standard compensation force" and "target initial pedal travel and initial compensation force" can be obtained quickly. The total compensation force is the preset compensation force, and "total compensation force = standard compensation force + initial compensation force" is the preset compensation force corresponding to each target initial brake pedal travel.

[0099] Step S330: Use the obtained calculation result as the preset compensation force of the target initial brake pedal stroke, and then obtain the preset compensation force of each initial brake pedal stroke.

[0100] Specifically, the calculated result is used as the preset compensation force for the target initial brake pedal travel, and thus the preset compensation force for each initial brake pedal travel traversed can be obtained.

[0101] Beneficial effects: The steps for obtaining the preset compensation force corresponding to each initial brake pedal travel have been further refined. While improving the technical solution, the preset compensation force corresponding to each initial brake pedal travel has been obtained through simple summation mathematical calculation, which improves the calculation rate of the preset compensation force and thus improves the calculation rate of this solution.

[0102] In some embodiments, such as Figure 7 As shown, step S140 further includes:

[0103] Step S141: Summate the target compensation force with the braking force corresponding to the current brake pedal travel to obtain the calculation result.

[0104] Specifically, the target compensation force is added to the braking force corresponding to the current brake pedal travel to obtain the corresponding sum, which is the actual total braking force required by the vehicle for the current brake pedal travel.

[0105] Step S142: Use the calculation result as the target braking force, and perform braking control on the vehicle according to the target braking force.

[0106] Specifically, the corresponding sum is obtained as the target braking force, which is the total braking force actually required by the vehicle when the driver depresses the brake pedal. Then, braking control is applied to the vehicle based on the target braking force, thus fully compensating for the force required for braking and avoiding the problem of insufficient braking force.

[0107] Beneficial effects: The calculation steps of the target braking force have been further refined. By converting the acquisition of the target braking force into a simple data summation calculation, the calculation rate of the target braking force has been improved while perfecting the technical solution, thereby improving the overall calculation rate of the solution.

[0108] In some embodiments, since there are various types of vehicle brakes, although they are all essentially based on the change of brake pedal travel to generate braking force and compensating force to achieve vehicle braking, the specific ways in which braking force and compensating force are generated differ due to the structural differences between gasoline vehicles and electric vehicles. Therefore, in order to explain the source of braking force calculation, this embodiment selects the braking method of braking the tires with brake pads (i.e., the relevant structure in the brake disc mentioned later) as an example for explanation.

[0109] First, the driver can enter the brake pedal travel adjustment mode. With the driver in a comfortable seating position, pressing the brake pedal causes the brake pedal to compress. The "pedal travel sensor" senses the amount of displacement of the pedal. This signal is used as the compression stroke of the brake pedal piston, and the maximum operating stroke of the power assist motor is automatically calculated based on this signal.

[0110] Simultaneously, experiments were conducted to determine the relationship between the vehicle speed at the wheel end and the maximum effective braking force of the brake caliper, thus obtaining the maximum braking value of the vehicle. The relationship between the brake caliper braking force and brake fluid pressure was determined based on the dimensions of the wheel-end brake cylinders. The brake piston stroke was determined based on the relationship between the brake fluid pressure and the dimensions of the hydraulic piston cylinder at the pedal end. The brake piston stroke is related to the brake pedal stroke, and a servo motor intervenes to assist in the braking piston stroke and corresponding braking force. The servo motor generates current, which drives changes in the piston stroke, thereby actuating the hydraulic cylinder and the brake caliper to brake the tires, ultimately achieving the effect of braking the vehicle.

[0111] Specifically, the brake fluid pressure F2 can be calculated based on the maximum braking force F1 at the wheel end and the hydraulic cylinder area S1. The specific calculation formula is as follows:

[0112]

[0113] Where S2 is the area of ​​the hydraulic piston cylinder, P is the pressure, and n is the pressure amplification factor. Since F1 is the maximum value, the corresponding F2 is also a maximum value.

[0114] Therefore, based on the brake pedal travel and the maximum value of the vehicle's braking, the maximum piston travel and real-time piston travel can be determined, and then the piston travel and corresponding braking force of the servo motor when it intervenes in the auxiliary braking can be determined.

[0115] It should be noted that in the above embodiments, the initial braking force is calculated based on the current generated by the servo motor when the brake pedal is statically depressed. The specific servo motor formula is as follows, where the current and voltage are known.

[0116]

[0117] In this equation, the voltage U is known, and the current I can be directly read from the servo motor's current display and is also known. T is the torque, and n is the rotational speed. 9550 is a constant. The rotational speed n is the motor's rotational speed. Because the servo motor's shaft, transmission gears or gear train, piston rod, and shaft move with a fixed transmission ratio, a fixed displacement relationship is formed between the motor's rotational speed n and the piston's stroke within the hydraulic cylinder. Therefore, the rotational speed can be calculated based on the piston's stroke within the hydraulic cylinder. Furthermore, the torque T can be calculated. According to the following formula relating torque T to force, the corresponding braking force can be calculated.

[0118]

[0119] Here, F3 refers to the initial braking force corresponding to the initial pedal travel change of the current driver, and D is the diameter of the motor-end gear. F4 is the standard compensation force, and F5 is the standard braking force.

[0120] F2 = F4 + F5

[0121] Both F4 and F5 were designed at the time the vehicles left the factory, such as Figure 8 The image shown is an example of the overall curve for F5. Figures 9-11 This is the segmented display diagram of F5, where, Figure 9 The first segment is F5, and the formula for calculating the first segment F5 is:

[0122] y = 4e -6 x 4 -0.0008x 2 +0.046x 2 +0.5775x

[0123] Where y represents force, or F5, and x represents the brake pedal travel in millimeters.

[0124] Figure 10 The second segment is F5, and the formula for calculating the second segment F5 is:

[0125] y = 0.0113x 4 -5.1705x 3 +887.83x 2 -67734x+2e 6

[0126] Where y represents force, or F5, and x represents the brake pedal travel in millimeters.

[0127] Figure 11 The third segment is F5, and the formula for calculating the third segment F5 is:

[0128] y = -8.7776x 2 +1080.6x

[0129] Where y represents force, or F5, and x represents the brake pedal travel in millimeters.

[0130] Since F2 is the maximum value, F4 and F5 also correspond to the standard compensation force and standard braking force corresponding to the maximum preset brake pedal travel. If the obtained F1 is a continuous value that changes with the preset brake pedal travel, then the continuously changing F2 can be calculated from F1 based on the above formula. Furthermore, based on the calculated F5, the corresponding F4 can be calculated. The initial compensation force is F7, and the preset compensation force is F6.

[0131] F7 = F5 - F3

[0132] F6 = F7 + F4 = F5 - F3 + F4

[0133] The specific value of F6 can then be calculated step by step, which can be used to adjust the braking force F3 to control the vehicle's braking.

[0134] Beneficial effects: It can adjust the braking force F3 corresponding to the current brake pedal travel in real time. Simultaneously, based on a target compensation force lookup table, it can obtain a preset compensation force F6 corresponding to the current brake pedal travel to compensate for the braking force F3 generated by the current brake pedal, solving the problem of insufficient braking force caused by the driver's inability to fully depress the brake pedal. This allows shorter drivers to achieve complete braking of the vehicle from a comfortable seating position, thereby improving the user experience and avoiding safety hazards caused by insufficient braking force.

[0135] Figure 12 A schematic diagram of an embodiment of the braking force adjustment device based on pedal travel according to this application is shown. Please refer to... Figure 12As shown, the device 400 includes: an information matching module 410, a stroke matching module 420, and a braking force compensation module 430.

[0136] The information matching module 410 is used to detect whether the current driver's user information matches the historical user information;

[0137] The information matching module 410 is further configured to, if so, obtain the compensation force lookup table corresponding to the historical user information that was successfully matched, as the target compensation force lookup table; wherein, the target compensation force lookup table includes multiple initial brake pedal strokes and preset compensation forces corresponding to each initial pedal stroke.

[0138] The stroke matching module 420 is used to match the current brake pedal stroke of the current driver with the initial brake pedal stroke, and obtain the preset compensation force corresponding to the successfully matched initial brake pedal stroke as the target compensation force.

[0139] The braking force compensation module 430 is used to adjust the braking force corresponding to the current brake pedal travel according to the target compensation force, so as to control the vehicle braking based on the adjusted braking force.

[0140] Beneficial Effects: This application embodiment detects whether the current driver's user information matches historical user information. If so, it directly obtains the compensation force lookup table corresponding to the successfully matched historical user information as the target compensation force lookup table, and uses the preset compensation force corresponding to the initial brake pedal stroke matching the current brake pedal stroke as the target compensation force. Finally, it adjusts the braking force corresponding to the current brake pedal stroke based on the target compensation force to control the vehicle's braking based on the adjusted braking force. This allows for real-time adjustment of the braking force corresponding to the current brake pedal stroke, and simultaneously compensates for the braking force generated by the current brake pedal stroke by obtaining the compensation force corresponding to the current brake pedal stroke based on the target compensation force lookup table. This solves the problem of insufficient braking force caused by the driver's inability to fully depress the brake pedal. It allows shorter drivers to achieve complete braking of the vehicle from a comfortable seating position, thereby improving the user experience and avoiding safety hazards caused by insufficient braking force.

[0141] It should be noted that the braking force adjustment device based on pedal travel provided in the above embodiments and the braking force adjustment method based on pedal travel provided in the foregoing embodiments belong to the same concept. The specific way in which each module and unit performs its operation has been described in detail in the method embodiments, and will not be repeated here.

[0142] Figure 13 The diagram illustrates the structure of an embodiment of the device of this application, and also shows the structure of a computer system suitable for implementing the device of the embodiment of this application. The specific embodiments of this application do not limit the specific implementation of the device.

[0143] Please see Figure 13 As shown, the device includes: a controller; and a memory for storing one or more programs, which, when executed by the controller, perform the aforementioned braking force adjustment method based on pedal travel.

[0144] Please continue reading. Figure 13 As shown, the computer system 500 of this device includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 508 into Random Access Memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0145] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. Removable media 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 510 as needed so that computer programs read from them can be installed into storage section 508 as needed.

[0146] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0147] Another aspect of this application provides a computer-readable storage medium storing at least one executable instruction that, when executed on a device, causes the device to perform the pedal travel-based braking force adjustment method described above.

[0148] Beneficial Effects: This application embodiment detects whether the current driver's user information matches historical user information. If so, it directly obtains the compensation force lookup table corresponding to the successfully matched historical user information as the target compensation force lookup table, and uses the preset compensation force corresponding to the initial brake pedal stroke matching the current brake pedal stroke as the target compensation force. Finally, it adjusts the braking force corresponding to the current brake pedal stroke based on the target compensation force to control the vehicle's braking based on the adjusted braking force. This allows for real-time adjustment of the braking force corresponding to the current brake pedal stroke, and simultaneously compensates for the braking force generated by the current brake pedal stroke by obtaining the compensation force corresponding to the current brake pedal stroke based on the target compensation force lookup table. This solves the problem of insufficient braking force caused by the driver's inability to fully depress the brake pedal. It allows shorter drivers to achieve complete braking of the vehicle from a comfortable seating position, thereby improving the user experience and avoiding safety hazards caused by insufficient braking force.

[0149] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. The transmitted data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0150] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0151] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0152] According to one aspect of the embodiments of this application, a computer system is also provided, including a Central Processing Unit (CPU), which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) or a program loaded from storage into random access memory (RAM), such as performing the methods described above. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0153] The following components are connected to the I / O interface: input components including keyboards, mice, etc.; output components including cathode ray tubes (CRTs), liquid crystal displays (LCDs), and speakers; storage components including hard drives; and communication components including network interface cards such as LAN (Local Area Network) cards and modems. The communication components perform communication processing via networks such as the Internet. Drives are also connected to the I / O interface as needed. Removable media, such as disks, optical discs, magneto-optical discs, semiconductor memories, etc., are installed on the drive as needed so that computer programs read from them can be installed into the storage components as required.

[0154] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

[0155] In practice, the collection and processing of data in this application should strictly comply with the requirements of relevant national laws and regulations, obtain the informed consent or separate consent of the data subject (or have a legal basis), and carry out subsequent data use and processing within the scope of laws and regulations and the authorization of the data subject.

[0156] In this application, the facial (or other biometric) recognition technology involved, when applied to specific products or technologies according to the above embodiments of this application, the relevant data collection, use and processing processes should comply with the requirements of national laws and regulations. Before collecting facial information, the information processing rules should be communicated and the individual consent of the target object should be obtained (or there should be a legal basis). Facial information should be processed in strict accordance with the requirements of laws and regulations and personal information processing rules, and technical measures should be taken to ensure the security of relevant data.

Claims

1. A method for adjusting braking force based on pedal travel, characterized in that, The method includes: Detect whether the current driver's user information matches historical user information; If so, the compensation force lookup table corresponding to the historical user information that was successfully matched is obtained as the target compensation force lookup table; wherein, the target compensation force lookup table includes multiple initial brake pedal travels and preset compensation forces corresponding to each initial pedal travel; If not, a static brake pedal press prompt is issued to receive feedback on the initial pedal travel change from the driver's current brake pedal press; the initial braking force generated by the initial pedal travel change is calculated, and an initial braking force lookup table is obtained; wherein, the initial braking force lookup table includes multiple initial pedal travels and the initial braking force corresponding to each initial pedal travel; the preset braking force generated by the preset pedal travel change is calculated, and a preset braking force lookup table is obtained; wherein, the preset braking force lookup table includes multiple preset pedal travels and the preset braking force corresponding to each preset pedal travel; a mapping relationship between the initial pedal travel change and the preset pedal travel change is established, such that the initial pedal travel and the preset pedal travel correspond one-to-one, and a mapping relationship table including the correspondence between each initial pedal travel and each preset pedal travel is obtained; An initial compensation force reference table is obtained based on the initial braking force reference table, the preset braking force reference table, and the mapping relationship table; wherein, the initial compensation force reference table includes multiple initial brake pedal travels and the initial compensation force corresponding to each initial pedal travel; based on the standard compensation force corresponding to each preset brake pedal travel, the initial compensation force reference table, and the mapping relationship table, a compensation force reference table for the current driver is established as the target compensation force reference table; wherein, the standard compensation force is a preset compensation force; The current brake pedal travel of the current driver is matched with the initial brake pedal travel, and the preset compensation force corresponding to the successfully matched initial brake pedal travel is obtained as the target compensation force. Adjust the braking force corresponding to the current brake pedal travel according to the target compensation force, so as to perform braking control on the vehicle based on the adjusted braking force.

2. The method according to claim 1, characterized in that, Following the step of establishing a compensation force reference table for the current driver based on the standard compensation force corresponding to each preset brake pedal travel, the initial compensation force reference table, and the mapping relationship table, as the target compensation force reference table, the following further includes: The historical user information is updated based on the current driver's user information and the target compensation force comparison table for the current driver.

3. The method according to claim 1, characterized in that, The step of obtaining the initial compensation force reference table based on the initial braking force reference table, the preset braking force reference table, and the mapping relationship table further includes: Based on the mapping table and the preset braking force corresponding to each preset pedal travel, the correspondence between each initial pedal travel and each preset braking force is obtained; Based on the initial braking force corresponding to each initial pedal travel and the correspondence between each initial pedal travel and each preset braking force, the initial compensation force corresponding to each initial pedal travel is obtained; wherein, the initial compensation force is the force difference between the preset braking force and the initial braking force.

4. The method according to claim 1, characterized in that, The step of establishing the current driver's compensation force reference table based on the standard compensation force corresponding to each preset brake pedal travel, the initial compensation force reference table, and the mapping relationship table further includes: Based on the standard compensation force corresponding to each preset brake pedal travel and the mapping table, the standard compensation force corresponding to each initial brake pedal travel is obtained; Based on the standard compensation force corresponding to each initial brake pedal travel and the initial compensation force corresponding to each initial brake pedal travel, the preset compensation force corresponding to each initial brake pedal travel is obtained. Based on the initial brake pedal travel and the preset compensation force corresponding to each initial brake pedal travel, a compensation force comparison table for the current driver is obtained.

5. The method according to claim 4, characterized in that, The step of obtaining the preset compensation force for each initial brake pedal travel based on the standard compensation force corresponding to each initial brake pedal travel and the initial compensation force corresponding to each initial brake pedal travel further includes: Iterate through each initial brake pedal travel and use the traversed initial brake pedal travel as the target initial brake pedal travel; The standard compensation force and the initial compensation force corresponding to the target initial brake pedal travel are summed. The obtained calculation result is used as the preset compensation force for the target initial brake pedal travel, and then the preset compensation force for each initial brake pedal travel is obtained.

6. The method according to claim 1, characterized in that, The step of adjusting the braking force corresponding to the current brake pedal travel based on the target compensation force, so as to perform braking control of the vehicle based on the adjusted braking force, further includes: The target compensation force is summed with the braking force corresponding to the current brake pedal travel to obtain the calculation result. The calculation result is used as the target braking force, and the vehicle is braked according to the target braking force.

7. A braking force adjustment device based on pedal travel, characterized in that, The device includes: The information matching module is used to detect whether the current driver's user information matches historical user information; The information matching module is further configured to: if yes, obtain a compensation force lookup table corresponding to the successfully matched historical user information, as a target compensation force lookup table; wherein the target compensation force lookup table includes multiple initial brake pedal travels and preset compensation forces corresponding to each initial pedal travel; if no, issue a static brake pedal depress prompt to receive feedback on the initial pedal travel change from the current driver's brake pedal depressing; calculate the initial braking force generated by the initial pedal travel change and obtain an initial braking force lookup table; wherein the initial braking force lookup table includes multiple initial pedal travels and initial braking forces corresponding to each initial pedal travel; calculate the preset braking force generated by the preset pedal travel change and obtain a preset braking force lookup table; wherein the preset braking force lookup table includes multiple preset pedal travels and preset braking forces corresponding to each preset pedal travel; establish a mapping relationship between the initial pedal travel change and the preset pedal travel change, such that the initial pedal travel and the preset pedal travel correspond one-to-one, and obtain a mapping relationship table including the correspondence between each initial pedal travel and each preset pedal travel; An initial compensation force reference table is obtained based on the initial braking force reference table, the preset braking force reference table, and the mapping relationship table; wherein, the initial compensation force reference table includes multiple initial brake pedal travels and the initial compensation force corresponding to each initial pedal travel; based on the standard compensation force corresponding to each preset brake pedal travel, the initial compensation force reference table, and the mapping relationship table, a compensation force reference table for the current driver is established as the target compensation force reference table; wherein, the standard compensation force is a preset compensation force; The stroke matching module is used to match the current brake pedal stroke of the current driver with the initial brake pedal stroke, and obtain the preset compensation force corresponding to the successfully matched initial brake pedal stroke as the target compensation force. The braking force compensation module is used to adjust the braking force corresponding to the current brake pedal travel according to the target compensation force, so as to control the vehicle braking based on the adjusted braking force.

8. A braking force adjustment device based on pedal travel, characterized in that, include: Controller; A memory for storing one or more programs that, when executed by a controller, cause the controller to implement the braking force adjustment method based on pedal travel as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction, which, when executed on the device / equipment, causes the device / equipment to perform the operation of the braking force adjustment method based on pedal travel as described in any one of claims 1 to 6.

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