Vehicle brake pedal control method and device, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicle control, and provides a vehicle brake pedal control method and device, electronic equipment and a vehicle. The method comprises the steps that brake pedal parameters are obtained; determining that the brake pedal is in an adjusting state in response to the condition that the brake pedal parameter meets a preset adjusting condition, and determining an adjusting starting moment according to the brake pedal parameter; determining an adjustment ending moment according to the brake pedal parameters; target braking force pressure corresponding to the adjustment ending moment is determined according to an initial pedal feeling curve; and the initial braking force pressure corresponding to the adjustment starting moment in the initial pedal feeling curve is updated to be the target braking pressure, an adjusted target pedal feeling curve is obtained, and braking force output is conducted based on the target pedal feeling curve. Thus, the target pedal feeling curve has better adaptability and can adapt to the habit of using the brake pedal by a driver, and therefore the braking force is output according to the habit of using the brake pedal by the driver to control vehicle braking.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology, and in particular to a control method, device, electronic equipment and vehicle for a vehicle brake pedal. Background Art

[0002] The brake-by-wire system outputs braking force based on the pedal feel curve according to the pedal stroke of the brake pedal. The pedal feel curve is the same in the same driving mode. However, different drivers have different habits of using the brake pedal, and the same pedal feel curve is difficult to adapt to all drivers.

[0003] In view of this, how to avoid the pedal feel curve being difficult to adapt to all drivers has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to provide a control method, device, electronic device and vehicle for a vehicle brake pedal, so as to solve the problem in the prior art that the pedal feel curve is difficult to adapt to all drivers.

[0005] Based on the above purpose, the first aspect of the present disclosure provides a method for controlling a vehicle brake pedal, the method comprising:

[0006] Get brake pedal parameters;

[0007] In response to the brake pedal parameter satisfying a preset adjustment condition, determining that the brake pedal is in an adjustment state, and determining a start adjustment time according to the brake pedal parameter;

[0008] determining an end adjustment time according to the brake pedal parameter;

[0009] determining a target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve;

[0010] The initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve is updated to the target braking pressure to obtain an adjusted target pedal feel curve, and the braking force is output based on the target pedal feel curve.

[0011] Based on the same inventive concept, the second aspect of the present disclosure provides a control device for a vehicle brake pedal, comprising:

[0012] An acquisition module, configured to acquire brake pedal parameters;

[0013] a module for determining a start adjustment time, configured to determine that the brake pedal is in an adjustment state in response to the brake pedal parameter satisfying a preset adjustment condition, and to determine a start adjustment time according to the brake pedal parameter;

[0014] an end adjustment time determination module, configured to determine an end adjustment time according to the brake pedal parameter;

[0015] a target braking force pressure determination module, configured to determine the target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve;

[0016] The target pedal feel curve determination module is configured to update the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, obtain an adjusted target pedal feel curve, and output braking force based on the target pedal feel curve.

[0017] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0018] Based on the same inventive concept, the fourth aspect of the present disclosure proposes a vehicle, which includes the control device for the vehicle brake pedal described in the second aspect or the electronic device described in the third aspect.

[0019] From the above, it can be seen that the present disclosure provides a control method, device, electronic device and vehicle for the vehicle brake pedal. The brake pedal parameters are obtained. When the brake pedal parameters meet the preset adjustment conditions, it is determined that the brake pedal is in an adjustment state. Based on the brake pedal parameters, the driver's action of adjusting the brake pedal can be accurately identified. The start adjustment time and the end adjustment time are determined according to the brake pedal parameters. The target braking force pressure corresponding to the end adjustment time is determined according to the initial pedal feel curve. By updating the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, the adjusted target pedal feel curve has better adaptability, can adapt to the driver's habit of using the brake pedal, and outputs the braking force based on the target pedal feel curve, thereby outputting the braking force according to the driver's habit of using the brake pedal to control the vehicle braking, thereby improving the driver's experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0021] Figure 1 is a flow chart of a method for controlling a vehicle brake pedal according to an embodiment of the present disclosure;

[0022] Figure 2 A schematic diagram of updating a pedal feel curve according to an embodiment of the present disclosure;

[0023] Figure 3 A schematic diagram of the structure of a control device for a vehicle brake pedal according to an embodiment of the present disclosure;

[0024] Figure 4 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0025] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0026] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0027] As mentioned above, how to avoid the pedal feel curve being difficult to adapt to all drivers has become an important research issue.

[0028] Based on the above description, if Figure 1 As shown, the vehicle brake pedal control method proposed in this embodiment includes:

[0029] Step 101, obtaining brake pedal parameters.

[0030] During specific implementation, the brake pedal parameters include: brake pedal travel and brake pedal speed.

[0031] Monitor the driver's brake pedal action and obtain brake pedal parameters. The brake pedal parameters are obtained in the form of an array, each array containing a preset number of elements. The elements contained in the array of brake pedal parameters include: brake pedal travel, brake pedal speed and vehicle speed.

[0032] After the brake pedal parameters are acquired, the brake pedal parameters are stored. At least one array is stored in each control cycle in which the driver is detected to step on the brake pedal, and each array contains at least a preset number of elements. In addition, the driver's brake pedal parameters within a preset time period can also be stored.

[0033] When the array of stored brake pedal parameters reaches the storage upper limit, the array of brake pedal parameters in the historical time is deleted, and the array of brake pedal parameters newly acquired within the preset time length is stored.

[0034] Step 102, in response to the brake pedal parameters satisfying preset adjustment conditions, determining that the brake pedal is in an adjustment state, and determining a time to start adjustment according to the brake pedal parameters.

[0035] In specific implementation, by judging whether the brake pedal stroke and the brake pedal speed meet the preset adjustment conditions, it is judged whether the driver has adjusted the brake pedal action. When the brake pedal stroke and the brake pedal speed meet the preset adjustment conditions, it is determined that the driver has adjusted the brake pedal action and the brake pedal is in the adjustment state.

[0036] When the brake pedal travel and brake pedal speed meet the preset start conditions, the start adjustment time is determined according to the brake pedal parameters.

[0037] Step 103, determining the end adjustment time according to the brake pedal parameters.

[0038] In a specific implementation, when the brake pedal stroke and the brake pedal speed meet the preset end conditions, the end adjustment time is determined according to the brake pedal parameters.

[0039] Step 104 : determining the target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve.

[0040] In a specific implementation, the initial pedal feel curve is a pre-stored pedal feel curve. The coordinates of the end adjustment time are determined according to the initial pedal feel curve, and the target braking force pressure corresponding to the end adjustment time is determined based on the coordinates of the end adjustment time.

[0041] Step 105 , updating the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, obtaining an adjusted target pedal feel curve, and outputting braking force based on the target pedal feel curve.

[0042] In a specific implementation, the pedal stroke zero point and the pedal stroke end point are determined based on the initial pedal feel curve. The initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve is updated to the target braking pressure. According to the target braking pressure corresponding to the start adjustment time, the pedal stroke zero point and the pedal stroke end point, an interpolation method is used to perform interpolation processing to obtain an adjusted target pedal feel curve.

[0043] Through the above-mentioned embodiments, the brake pedal parameters are obtained. When the brake pedal parameters meet the preset adjustment conditions, it is determined that the brake pedal is in an adjustment state. Based on the brake pedal parameters, the driver's action of adjusting the brake pedal can be accurately identified. The start adjustment time and the end adjustment time are determined according to the brake pedal parameters. The target braking force pressure corresponding to the end adjustment time is determined according to the initial pedal feel curve. By updating the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, the adjusted target pedal feel curve has better adaptability, can adapt to the driver's habit of using the brake pedal, and outputs the braking force based on the target pedal feel curve, thereby outputting the braking force according to the driver's habit of using the brake pedal to control the vehicle braking, thereby improving the driver's experience.

[0044] In some embodiments, before step 101, the method further includes:

[0045] Step 1011, obtaining a steering wheel angle, and determining whether the steering wheel angle is within a preset angle range.

[0046] Step 1012, obtaining a steering wheel angle change rate, and determining whether the steering wheel angle change rate is within a preset change rate range.

[0047] Step 1013, obtaining the current driving slope, and determining whether the current driving slope is within a preset slope range.

[0048] Step 1014, determining whether the anti-lock braking function and the vehicle body electronic stability function are in a non-triggered state.

[0049] In specific implementation, the steering wheel angle refers to the angle formed by the center line of the vehicle when the front wheels turn left or right to the limit and the front wheels do not deflect. When the steering wheel angle is within the preset angle range, it means that the vehicle has not made a large-angle steering action and the vehicle is in a stable state.

[0050] The steering wheel angle change rate is identified by calculating the steering wheel angle and the steering wheel angle change rate. When the steering wheel angle change rate is within the preset change rate range, it means that the vehicle is not turning too much and the vehicle is in a stable state.

[0051] The current driving slope is the slope of the road the vehicle is currently driving on. If the current driving slope is within the preset slope range, it means that the vehicle is currently driving on a normal road and is in a stable state.

[0052] The Antilock Braking System (ABS) is a vehicle safety control system designed to prevent the wheels from locking during emergency braking, thereby maintaining the stability and controllability of the vehicle and avoiding skidding and loss of control. When the Antilock Braking System is not triggered, it means that the vehicle is not in an emergency braking situation and is in a stable state.

[0053] The Electronic Stability Program (ESP) is a system or program designed to improve vehicle handling performance and effectively prevent the vehicle from losing control when it reaches its dynamic limit. It monitors the vehicle's operating status through an electronic control system and intervenes in the vehicle's engine and braking system to improve the vehicle's safety and handling. When the electronic stability program is not triggered, it means that the vehicle is not skidding and is in a stable state.

[0054] When the vehicle is in a stable state, it is determined based on the brake pedal parameters whether the driver has adjusted the brake pedal. When the driver has adjusted the brake pedal, the initial pedal feel curve is updated to obtain the target pedal feel curve. In this way, the brake pedal can be adjusted while ensuring safe driving to avoid safety risks.

[0055] Through the above scheme, based on the steering wheel angle, steering wheel angle change rate, current driving slope, anti-lock braking function and vehicle body electronic stability function, it is possible to accurately determine whether the vehicle is in a stable state. When the vehicle is in a stable state, it is determined based on the brake pedal parameters whether the driver has adjusted the brake pedal. When the driver has adjusted the brake pedal, the initial pedal feel curve is updated to obtain the target pedal feel curve. In this way, the brake pedal can be adjusted while ensuring safe driving to avoid safety risks.

[0056] In some embodiments, the brake pedal parameter includes a first brake pedal parameter before the brake pedal is in an adjustment state; the first brake pedal parameter includes a first brake pedal travel and a first brake pedal speed; step 102 includes:

[0057] Step 1021: compare the first brake pedal stroke with a preset stroke threshold.

[0058] Step 1022: In response to determining that the first brake pedal stroke is greater than a preset stroke threshold, determine whether there is a jump in the first brake pedal speed.

[0059] Step 1023: In response to a jump in the first brake pedal speed, determining that the brake pedal is in an adjustment state.

[0060] Step 1024, determining the jump moment of the first brake pedal speed, and determining the start adjustment moment based on the jump moment of the first brake pedal speed.

[0061] In specific implementation, the brake pedal parameter obtained before the driver's brake pedal adjustment action is identified is used as the first brake pedal parameter. By judging whether the first brake pedal stroke and the first brake pedal speed meet the preset adjustment conditions, it is judged whether the driver has adjusted the brake pedal action.

[0062] When the first brake pedal stroke is greater than a preset stroke threshold and there is a jump in the first brake pedal speed, it is recognized that the driver is adjusting the brake pedal, and the start adjustment time is determined based on the jump time of the first brake pedal speed.

[0063] Specifically, when the first brake pedal stroke is greater than the preset stroke threshold, and the first brake pedal speed jumps from a positive value to a negative value, it is recognized that the driver adjusts the brake pedal action, and the start adjustment time is determined based on the jump time when the first brake pedal speed jumps from a positive value to a negative value. When the first brake pedal stroke is greater than the preset stroke threshold, and the first brake pedal speed jumps from a negative value to a positive value, it is recognized that the driver adjusts the brake pedal action, and the start adjustment time is determined based on the jump time when the first brake pedal speed jumps from a negative value to a positive value.

[0064] Through the above scheme, when the first brake pedal stroke is greater than the preset stroke threshold and there is a jump in the first brake pedal speed, the driver's brake pedal adjustment action can be accurately identified, so that after the driver's brake pedal adjustment action is identified, the initial pedal feel curve is updated to obtain a target pedal feel curve that adapts to the driver's brake pedal usage habits.

[0065] In some embodiments, step 1024 includes:

[0066] Step 1024A, determining the jump moment of the first brake pedal speed, and taking the jump moment of the first brake pedal speed as the first adjustment moment.

[0067] Step 1024B, obtaining the second brake pedal parameters within a preset time period before the first adjustment moment; wherein the second brake pedal parameters include a second brake pedal travel and a second brake pedal speed.

[0068] Step 1024C, determining whether the second brake pedal stroke continues to increase within the preset time period.

[0069] Step 1024D, in response to determining that the second brake pedal stroke continues to increase within the preset time period, determine whether there is a jump in the second brake pedal speed within the preset time period.

[0070] Step 1024E, in response to determining that there is no jump in the second brake pedal speed within the preset time period, taking the first adjustment time as the start adjustment time.

[0071] In specific implementation, the jump time of the first brake pedal speed is determined, and the jump time of the first brake pedal speed is used as the first adjustment time. Based on the historically stored brake pedal parameters, the second brake pedal parameters within a preset time period before the first adjustment time are obtained. By judging whether the second brake pedal stroke and the second brake pedal speed meet the preset start conditions, it is judged whether there is a driver's brake pedal adjustment action before the first adjustment time, so as to determine whether the first adjustment time is used as the start adjustment time.

[0072] When the second brake pedal stroke continues to increase within the preset time period and there is no jump in the second brake pedal speed, it is determined that the driver's brake pedal adjustment action identified at the first adjustment moment is valid, and there is no driver's brake pedal adjustment action within the preset time period before the first adjustment moment, and the first adjustment moment jump moment is determined as the start adjustment moment Kstart.

[0073] When the second brake pedal stroke does not continue to increase within the preset time period, or there is a jump in the second brake pedal speed, it is determined that the driver's brake pedal adjustment action identified at the first adjustment moment is invalid, or there is a driver's brake pedal adjustment action within the preset time period before the first adjustment moment, and the driver's brake pedal adjustment action identified this time is deleted.

[0074] Through the above scheme, the second brake pedal parameters within the preset time before the first adjustment moment are obtained. When the second brake pedal stroke continues to increase within the preset time, and the second brake pedal speed does not jump, it can be further determined that the driver's brake pedal adjustment action identified at the first adjustment moment is valid, and there is no driver's brake pedal adjustment action within the preset time before the first adjustment moment. In this way, the first adjustment moment can be used as the start adjustment moment, making the determined start adjustment moment more accurate.

[0075] In some embodiments, step 103 includes:

[0076] Step 1031, obtaining the third brake pedal parameter after the start of adjustment; wherein the third brake pedal parameter includes a third brake pedal stroke and a third brake pedal speed.

[0077] Step 1032: Determine the number of brake pedal adjustment times based on the number of jumps of the third brake pedal speed.

[0078] Step 1033, in response to determining that the adjustment number is less than or equal to the preset number, determining whether the third brake pedal stroke is greater than a preset stroke threshold.

[0079] Step 1034 , in response to determining that the third brake pedal travel is greater than a preset travel threshold, determining whether the third brake pedal speed is within a preset speed range.

[0080] Step 1035, in response to determining that the third brake pedal speed is within a preset speed range, taking the last jump moment of the third brake pedal speed as the end adjustment moment.

[0081] In specific implementation, after determining that the driver's brake pedal adjustment action identified at the first adjustment time is valid and the first adjustment time is taken as the start adjustment time Kstart, the brake pedal parameter obtained after the start adjustment time is taken as the third brake pedal parameter. By judging whether the third brake pedal stroke and the third brake pedal speed meet the preset end condition, it is judged whether the driver's brake pedal adjustment action is ended.

[0082] Within the preset time, when the third brake pedal stroke is greater than the preset stroke threshold and the third brake pedal speed has a jump, it is determined that the driver is still adjusting the brake pedal. The number of jumps in the third brake pedal speed is used as the number of adjustments. When the number of adjustments is greater than the preset number, it means that the driver is not proficient in adjusting the brake pedal, and the record of the driver's adjustment of the brake pedal is deleted.

[0083] When the number of brake pedal adjustments is less than or equal to the preset number, the third brake pedal stroke is greater than the preset stroke threshold, and the third brake pedal speed is within the preset speed range, it means that the driver has modulated the brake pedal to a suitable foot feel, and the driver's brake pedal adjustment action is determined to be complete. The last jump moment of the third brake pedal speed is used as the end adjustment moment Kend, ensuring that all brake pedal data within the time period from the start adjustment moment Kstart to the end adjustment moment Kend is stored.

[0084] Through the above scheme, when judging whether the driver has finished adjusting the brake pedal, by judging whether the number of adjustments is less than or equal to the preset number, it is possible to avoid the driver frequently adjusting the brake pedal and causing inaccurate data. When the number of adjustments to the brake pedal is less than or equal to the preset number, the third brake pedal stroke is greater than the preset stroke threshold, and the third brake pedal speed is within the preset speed range, it is possible to accurately identify that the driver has finished adjusting the brake pedal, and the time to end the adjustment can be accurately determined.

[0085] In some embodiments, step 104 includes:

[0086] Step 1041, obtaining a first vehicle speed at the start adjustment time and a second vehicle speed at the end adjustment time.

[0087] Step 1042: performing difference processing on the first vehicle speed and the second vehicle speed to obtain a vehicle speed difference.

[0088] Step 1043, in response to the vehicle speed difference being greater than the vehicle speed difference threshold, and the second vehicle speed being greater than the vehicle speed threshold, determining the target braking force pressure corresponding to the end adjustment moment according to the initial pedal feel curve.

[0089] In a specific implementation, when the driver is adjusting the brake pedal while the vehicle is in a low speed state, there will be a problem that the brake pedal adjustment data is inaccurate and the initial pedal feel curve cannot be accurately adjusted.

[0090] When the speed difference between the first vehicle speed at the start adjustment time and the second vehicle speed at the end adjustment time is greater than the speed difference threshold, and the second vehicle speed at the end adjustment time is greater than the speed threshold, it means that the vehicle is not in a low-speed state during the driver's adjustment of the brake pedal action, and the determined start adjustment time and end adjustment time can be guaranteed to be accurate and effective.

[0091] Through the above scheme, when the speed difference between the first vehicle speed at the start adjustment time and the second vehicle speed at the end adjustment time is greater than the speed difference threshold, and the second vehicle speed at the end adjustment time is greater than the speed threshold, it can be ensured that the determined start adjustment time and end adjustment time are accurate and effective, so that the initial pedal feel curve can be accurately adjusted, so that the adjusted target pedal feel curve can adapt to the driver's habit of using the brake pedal.

[0092] In some embodiments, step 105 includes:

[0093] Step 1051: Determine the pedal stroke zero point and the pedal stroke end point based on the initial pedal feel curve.

[0094] Step 1052: Update the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure.

[0095] Step 1053, interpolation processing is performed using an interpolation method according to the target brake pressure corresponding to the start of adjustment, the pedal stroke zero point, and the pedal stroke end point to obtain an adjusted target pedal feel curve.

[0096] When implementing it specifically, Figure 2 Schematic diagram of updating the pedal feel curve of the embodiment of the present disclosure. Figure 2As shown, the coordinate M of the end adjustment time is determined on the initial pedal feel curve (pedal stroke S-brake pressure P), and the target brake pressure P0 corresponding to the end adjustment time is determined based on the coordinate M. The initial brake pressure corresponding to the start adjustment time in the initial pedal feel curve is updated to the target brake pressure, and the coordinate N (the target brake pressure corresponding to the start adjustment time) is determined. The pedal stroke zero point and the pedal stroke end point are determined on the initial pedal feel curve. According to the coordinate N (the target brake pressure corresponding to the start adjustment time), the pedal stroke zero point and the pedal stroke end point, the adjusted target pedal feel curve is obtained.

[0097] Specifically, according to the coordinate N (the target brake pressure corresponding to the start of adjustment), the pedal stroke zero point and the pedal stroke end point, the interpolation method is used to perform interpolation processing to obtain the adjusted target pedal feel curve. In this way, the interpolation method can make the adjusted target pedal feel curve smoother.

[0098] Interpolation methods include: cubic spline interpolation and piecewise linear interpolation. Among them, cubic spline interpolation constructs a smooth curve through a set of scattered data points, so that the curve is continuous at each data point and has continuous first-order and second-order derivatives. Cubic spline interpolation can well maintain the original shape of the data and reduce interpolation errors. Piecewise linear interpolation divides the data interval into multiple small intervals, and then uses a linear function to interpolate in each small interval. Piecewise linear interpolation is simple and computationally efficient, and can quickly provide an approximate representation of the data.

[0099] Through the above scheme, the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve is updated to the target braking pressure, so that the initial pedal feel curve can be updated and the initial pedal feel curve can be adjusted to the target pedal feel curve that adapts to the driver's habit of using the brake pedal. According to the target braking pressure corresponding to the start adjustment time, the pedal stroke zero point, and the pedal stroke end point, the adjusted target pedal feel curve can be obtained. Interpolation processing using the interpolation method can make the adjusted target pedal feel curve smoother.

[0100] Through the above-mentioned embodiments, the brake pedal parameters are obtained. When the brake pedal parameters meet the preset adjustment conditions, it is determined that the brake pedal is in an adjustment state. Based on the brake pedal parameters, the driver's action of adjusting the brake pedal can be accurately identified. The start adjustment time and the end adjustment time are determined according to the brake pedal parameters. The target braking force pressure corresponding to the end adjustment time is determined according to the initial pedal feel curve. By updating the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, the adjusted target pedal feel curve has better adaptability, can adapt to the driver's habit of using the brake pedal, and outputs the braking force based on the target pedal feel curve, thereby outputting the braking force according to the driver's habit of using the brake pedal to control the vehicle braking, thereby improving the driver's experience.

[0101] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0102] Step 1: The driver's steering wheel angle range does not exceed the preset angle range, the driver's steering wheel angle change rate does not exceed the preset change rate range, the vehicle's driving slope range does not exceed the preset slope range, and the vehicle does not trigger stability functions such as the anti-lock braking function ABS and the electronic stability function ESP.

[0103] Step 2, satisfying step 1, monitoring the driver's action of pressing the brake pedal: designing an array with a preset number of elements, storing at least one array element in each control cycle, and the array elements are at least a preset number (capable of storing driver's brake pedal related variables within a preset time length). When the storage reaches the array upper limit, the storage of the relevant variable array elements within the latest preset time length is always maintained, and the following variable arrays are stored but not limited to: pedal travel, pedal speed, vehicle speed.

[0104] Step 3, monitor and analyze the stored variable array: when the first brake pedal stroke is greater than the preset stroke threshold, and the first brake pedal speed jumps from a positive value to a negative value; or, when the first brake pedal stroke is greater than the preset stroke threshold, and the first brake pedal speed jumps from a negative value to a positive value; it is determined that the driver may have made autonomous adjustments due to an inappropriate brake pedal feel, and the pedal stroke at the moment when the first brake pedal speed jumps is marked as the start adjustment moment Kstart.

[0105] Step 4: If step 3 is satisfied, the array within the preset time length before the step 3 record is traversed and analyzed to obtain the second brake pedal parameter within the preset time length before the jump moment of the first brake pedal speed. It is determined whether the second brake pedal stroke is continuously increased within the preset time length, and there is no jump in the second brake pedal speed. If satisfied, it is considered that the start adjustment moment Kstart recorded in step 3 may be the driver's foot feel adjustment action. If not satisfied, step 3 is abandoned, it is not considered as a foot feel adjustment action, and the recording continues.

[0106] Step 5, if step 4 is satisfied, continue recording. Within the preset time, when there is a change in the third brake pedal stroke and a jump in the third brake pedal speed, it is determined that the driver is still adjusting the brake pedal, and the number of adjustments is accumulated and stored. When the number of stored adjustments exceeds the preset number, it is determined that the driver is not proficient in adjusting the brake pedal, and the storage record is discarded. When the number of adjustments does not exceed the preset number, the third brake pedal stroke is greater than the preset stroke threshold, and the third brake pedal speed is within the preset speed range, it is determined that the driver has adjusted the brake pedal to a suitable foot feel, and the last jump moment of the third brake pedal speed is used as the end adjustment moment Kend, ensuring that all brake pedal data in the time period from the start adjustment moment Kstart to the end adjustment moment Kend are stored.

[0107] Step 6, satisfies step 5, compares the vehicle speed value 1 at the start adjustment time Kstart in step 3 and the vehicle speed value 2 at the end adjustment time Kend in step 5. When the speed difference between the vehicle speed value 1 and the vehicle speed value 2 is greater than the speed difference threshold, and the vehicle speed value 2 is greater than the vehicle speed threshold, it is determined that the driver's adjustment of the brake pedal action is effective.

[0108] Step 7, based on the initial pedal feel curve SP (brake pedal travel S-brake pressure P), query the target brake pressure corresponding to the end adjustment time Kend, update the initial braking force pressure corresponding to the start adjustment time Kstart in the initial pedal feel curve to the target brake pressure, and based on the pedal travel zero point, the pedal travel end point and the target brake pressure corresponding to the start adjustment time, use cubic spline interpolation or piecewise linear interpolation to update the initial pedal feel curve to obtain the adjusted target pedal feel curve.

[0109] Through the above embodiment, the brake pedal comes from the Sa (pedal travel-deceleration) calibrated pedal feel curve. Different driving modes may correspond to different pedal feel curves, but the pedal feel curve is fixed in each driving mode, which is difficult to adapt to all drivers. The original pedal feel curve is updated by monitoring the driver's operation through a self-learning strategy to obtain an adjusted target pedal feel curve, so that the adjusted target pedal feel curve has better adaptability.

[0110] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0111] It should be noted that the above describes some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0112] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a control device for a vehicle brake pedal.

[0113] refer to Figure 3 , the control device of the vehicle brake pedal comprises:

[0114] An acquisition module 301 is configured to acquire brake pedal parameters;

[0115] The start adjustment time determination module 302 is configured to determine that the brake pedal is in an adjustment state in response to the brake pedal parameter satisfying a preset adjustment condition, and determine the start adjustment time according to the brake pedal parameter;

[0116] The end adjustment time determination module 303 is configured to determine the end adjustment time according to the brake pedal parameter;

[0117] A target braking force pressure determination module 304 is configured to determine the target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve;

[0118] The target pedal feel curve determination module 305 is configured to update the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, obtain an adjusted target pedal feel curve, and output braking force based on the target pedal feel curve.

[0119] In some embodiments, before obtaining the brake pedal parameter, the device further includes:

[0120] A first determining unit is configured to obtain a steering wheel angle and determine that the steering wheel angle is within a preset angle range;

[0121] a second determining unit, configured to obtain a steering wheel angle change rate, and determine that the steering wheel angle change rate is within a preset change rate range;

[0122] a third determining unit, configured to obtain a current driving slope and determine that the current driving slope is within a preset slope range;

[0123] The fourth determining unit is configured to determine whether an anti-lock braking function and a vehicle body electronic stability function are in a non-triggered state.

[0124] In some embodiments, the brake pedal parameter includes a first brake pedal parameter before the brake pedal is in an adjustment state; the first brake pedal parameter includes a first brake pedal stroke and a first brake pedal speed; the start adjustment time determination module 302 includes:

[0125] a comparison processing unit, configured to compare the first brake pedal stroke with a preset stroke threshold;

[0126] a jump determination unit configured to determine whether there is a jump in the first brake pedal speed in response to determining that the first brake pedal stroke is greater than a preset stroke threshold;

[0127] an adjustment state determining unit, configured to determine that the brake pedal is in an adjustment state in response to a jump in the first brake pedal speed;

[0128] The start adjustment time determination unit is configured to determine a jump time of the first brake pedal speed, and determine the start adjustment time based on the jump time of the first brake pedal speed.

[0129] In some embodiments, the start adjustment time determination unit includes:

[0130] a first adjustment time determination subunit, configured to determine a jump time of the first brake pedal speed, and use the jump time of the first brake pedal speed as a first adjustment time;

[0131] A second brake pedal parameter acquisition subunit is configured to acquire a second brake pedal parameter within a preset time period before the first adjustment moment; wherein the second brake pedal parameter includes a second brake pedal travel and a second brake pedal speed;

[0132] A second brake pedal stroke determination subunit is configured to determine whether the second brake pedal stroke continues to increase within the preset time period;

[0133] A second brake pedal speed determination subunit is configured to determine whether the second brake pedal speed has a jump within the preset time period in response to determining that the second brake pedal stroke continues to increase within the preset time period;

[0134] The start adjustment time determination subunit is configured to, in response to determining that there is no jump in the second brake pedal speed within the preset time period, use the first adjustment time as the start adjustment time.

[0135] In some embodiments, the end adjustment time determination module 303 includes:

[0136] a third brake pedal parameter acquisition unit, configured to acquire a third brake pedal parameter after the start adjustment time; wherein the third brake pedal parameter includes a third brake pedal stroke and a third brake pedal speed;

[0137] an adjustment times determining unit, configured to determine the adjustment times of the brake pedal based on the jump times of the third brake pedal speed;

[0138] a third brake pedal stroke determination unit, configured to determine whether the third brake pedal stroke is greater than a preset stroke threshold in response to determining that the number of adjustments is less than or equal to a preset number of adjustments;

[0139] a third brake pedal speed determination unit configured to determine whether the third brake pedal speed is within a preset speed range in response to determining that the third brake pedal stroke is greater than a preset stroke threshold;

[0140] The end adjustment time determination unit is configured to, in response to determining that the third brake pedal speed is within a preset speed range, use the last jump time of the third brake pedal speed as the end adjustment time.

[0141] In some embodiments, the target braking force pressure determination module 304 includes:

[0142] A vehicle speed acquisition unit, configured to acquire a first vehicle speed at the start adjustment time and a second vehicle speed at the end adjustment time;

[0143] a difference processing unit configured to perform difference processing on the first vehicle speed and the second vehicle speed to obtain a vehicle speed difference;

[0144] The target braking force pressure determination unit is configured to determine the target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve in response to the vehicle speed difference being greater than a vehicle speed difference threshold and the second vehicle speed being greater than a vehicle speed threshold.

[0145] In some embodiments, the target pedal feel curve determination module 305 includes:

[0146] a pedal stroke point determination unit, configured to determine a pedal stroke zero point and a pedal stroke end point based on the initial pedal feel curve;

[0147] a pedal feel curve updating unit configured to update the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure;

[0148] The interpolation processing unit is configured to perform interpolation processing using an interpolation method according to the target brake pressure corresponding to the start adjustment time, the pedal stroke zero point and the pedal stroke end point to obtain an adjusted target pedal feel curve.

[0149] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0150] The device of the above embodiment is used to implement the corresponding vehicle brake pedal control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0151] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the vehicle brake pedal control method described in any of the above embodiments is implemented.

[0152] Figure 4 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0153] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0154] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0155] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0156] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB (Universal Serial Bus), network cable, etc.), or through a wireless mode (such as mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0157] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0158] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0159] The electronic device of the above embodiment is used to implement the corresponding vehicle brake pedal control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0160] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle brake pedal control method described in any of the above embodiments.

[0161] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0162] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle brake pedal control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0163] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments, the present application also provides a vehicle, including a control device, or an electronic device, or a storage medium for the vehicle brake pedal in the above-mentioned embodiments, and the vehicle equipment implements the control method for the vehicle brake pedal described in any of the above embodiments.

[0164] The vehicle of the above-mentioned embodiment is used to implement the vehicle brake pedal control method described in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0165] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0166] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present disclosure difficult to understand, the known power / ground connections to the integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present disclosure difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure will be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0167] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0168] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present disclosure. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method for controlling a vehicle brake pedal, characterized in that: The method comprises: Get brake pedal parameters; In response to the brake pedal parameter satisfying a preset adjustment condition, determining that the brake pedal is in an adjustment state, and determining a start adjustment time according to the brake pedal parameter; determining an end adjustment time according to the brake pedal parameter; determining a target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve; The initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve is updated to the target braking pressure to obtain an adjusted target pedal feel curve, and the braking force is output based on the target pedal feel curve.

2. The method according to claim 1, characterized in that Before obtaining the brake pedal parameters, the method further includes: Obtaining a steering wheel angle, and determining that the steering wheel angle is within a preset angle range; Obtaining a steering wheel angle change rate, and determining that the steering wheel angle change rate is within a preset change rate range; Acquiring a current driving slope and determining whether the current driving slope is within a preset slope range; Make sure the anti-lock brake function and the electronic stability function are not triggered.

3. The method according to claim 1, characterized in that The brake pedal parameter includes a first brake pedal parameter before the brake pedal is in an adjustment state; the first brake pedal parameter includes a first brake pedal stroke and a first brake pedal speed; In response to the brake pedal parameter satisfying a preset adjustment condition, determining that the brake pedal is in an adjustment state, and determining a start adjustment time according to the brake pedal parameter, include: Comparing the first brake pedal stroke with a preset stroke threshold; In response to determining that the first brake pedal stroke is greater than a preset stroke threshold, determining whether there is a jump in the first brake pedal speed; In response to a jump in the first brake pedal speed, determining that the brake pedal is in an adjustment state; A jump time of the first brake pedal speed is determined, and the start adjustment time is determined based on the jump time of the first brake pedal speed.

4. The method according to claim 3, characterized in that The step of determining the jump time of the first brake pedal speed and determining the start adjustment time based on the jump time of the first brake pedal speed includes: Determining a jump time of the first brake pedal speed, and using the jump time of the first brake pedal speed as a first adjustment time; Acquire a second brake pedal parameter within a preset time period before the first adjustment moment; wherein the second brake pedal parameter includes a second brake pedal travel and a second brake pedal speed; determining whether the second brake pedal stroke continues to increase within the preset time period; In response to determining that the second brake pedal stroke continues to increase within the preset time period, determining whether there is a jump in the second brake pedal speed within the preset time period; In response to determining that there is no jump in the second brake pedal speed within the preset time period, the first adjustment time is used as the start adjustment time.

5. The method according to claim 1, characterized in that The step of determining the end adjustment time according to the brake pedal parameter comprises: Acquire a third brake pedal parameter after the start of adjustment; wherein the third brake pedal parameter includes a third brake pedal stroke and a third brake pedal speed; determining a brake pedal adjustment number based on a jump number of the third brake pedal speed; In response to determining that the number of adjustments is less than or equal to a preset number of times, determining whether the third brake pedal stroke is greater than a preset stroke threshold; In response to determining that the third brake pedal travel is greater than a preset travel threshold, determining whether the third brake pedal speed is within a preset speed range; In response to determining that the third brake pedal speed is within a preset speed range, a last jump moment of the third brake pedal speed is used as the end adjustment moment.

6. The method according to claim 1, characterized in that The step of determining the target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve includes: Acquire a first vehicle speed at the start adjustment time and a second vehicle speed at the end adjustment time; performing difference processing on the first vehicle speed and the second vehicle speed to obtain a vehicle speed difference; In response to the vehicle speed difference being greater than a vehicle speed difference threshold and the second vehicle speed being greater than a vehicle speed threshold, a target braking force pressure corresponding to the end adjustment moment is determined according to an initial pedal feel curve.

7. The method according to claim 1, characterized in that The updating of the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure to obtain the adjusted target pedal feel curve includes: determining a pedal stroke zero point and a pedal stroke end point based on the initial pedal feel curve; updating the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure; According to the target brake pressure corresponding to the start of adjustment, the pedal stroke zero point and the pedal stroke end point, an interpolation method is used to perform interpolation processing to obtain an adjusted target pedal feel curve.

8. A vehicle brake pedal control device, characterized in that: include: An acquisition module, configured to acquire brake pedal parameters; a module for determining a start adjustment time, configured to determine that the brake pedal is in an adjustment state in response to the brake pedal parameter satisfying a preset adjustment condition, and to determine a start adjustment time according to the brake pedal parameter; an end adjustment time determination module, configured to determine an end adjustment time according to the brake pedal parameter; a target braking force pressure determination module, configured to determine the target braking force pressure corresponding to the end adjustment time according to the initial pedal feel curve; The target pedal feel curve determination module is configured to update the initial braking force pressure corresponding to the start adjustment time in the initial pedal feel curve to the target braking pressure, obtain an adjusted target pedal feel curve, and output braking force based on the target pedal feel curve.

9. An electronic device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and running on the processor, wherein when the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: A control device for a vehicle brake pedal comprising the control device of claim 8 or the electronic device of claim 9.

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