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

Abstract

The present disclosure relates to the field of vehicle control technology and provides a vehicle brake pedal control method, device, electronic device, and vehicle. The method comprises: obtaining brake pedal parameters; in response to the brake pedal parameters satisfying preset adjustment conditions, determining that the brake pedal is in an adjustment state, and determining a start time for adjustment based on the brake pedal parameters; determining an end time for adjustment based on the brake pedal parameters; determining a target braking force pressure corresponding to the end time of adjustment based on an initial pedal feel curve; updating the initial braking force pressure corresponding to the start time of adjustment 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. In this way, the target pedal feel curve has greater adaptability and can adapt to the driver's brake pedal usage habits, thereby outputting braking force to control vehicle braking based on the driver's brake pedal usage habits.

Description

Technical Field

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

[0002] Brake-by-wire systems use a pedal feel curve to adjust braking force based on brake pedal travel. This pedal feel curve remains constant under all driving modes. However, different drivers have different brake pedal habits, making it difficult to adapt the same pedal feel curve to all drivers.

[0003] In view of this, how to prevent the pedal feel curve from 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 vehicle brake pedal control method, device, electronic device and vehicle 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 objectives, a 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 time to start adjustment according to the brake pedal parameter;

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

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

[0010] The initial braking force pressure corresponding to the adjustment start 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, a second aspect of the present disclosure provides a vehicle brake pedal control device, comprising:

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

[0013] an adjustment start time determination module, 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 an adjustment start time according to the brake pedal parameter;

[0014] an adjustment end time determination module, configured to determine an adjustment end 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 adjustment start 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, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method 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] As can be seen from the above, the present disclosure provides a method, device, electronic device and vehicle for controlling the vehicle brake pedal. The brake pedal parameters are obtained, and 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 braking force based on the target pedal feel curve, thereby outputting braking force according to the driver's habit of using the brake pedal to control 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 following briefly introduces the drawings required for use in the embodiments or related technical descriptions. 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 paying any creative work.

[0021] Figure 1 This 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 pedal feel curve update according to an embodiment of the present disclosure;

[0023] Figure 3 This is a schematic structural diagram of a vehicle brake pedal control device according to an embodiment of the present disclosure;

[0024] Figure 4 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 conjunction 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 have the usual meanings 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. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include 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 may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative position relationships. When the absolute position of the described object changes, the relative position relationship may also change accordingly.

[0027] As mentioned above, how to prevent the pedal feel curve from 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: Obtain 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 brake pedal parameter array include brake pedal travel, brake pedal speed, and vehicle speed.

[0032] After obtaining the brake pedal parameters, the brake pedal parameters are stored. At least one array is stored during each control cycle in which the driver's brake pedal is detected, with each array containing at least a preset number of elements. Furthermore, the driver's brake pedal parameters may be stored for a preset duration.

[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 obtained most recently within the preset time period is stored.

[0034] Step 102 : In response to the brake pedal parameters satisfying a preset adjustment condition, 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 implementations, the system determines whether the driver has adjusted the brake pedal by determining whether the brake pedal stroke and brake pedal speed meet preset adjustment conditions. If the brake pedal stroke and brake pedal speed meet the preset adjustment conditions, it is determined that the driver has adjusted the brake pedal and the brake pedal is in the adjustment state.

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

[0037] Step 103: Determine the adjustment end 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 adjustment end time are determined according to the initial pedal feel curve, and the target braking force pressure corresponding to the adjustment end time is determined based on the coordinates of the adjustment end time.

[0041] Step 105 : updating the initial braking force pressure corresponding to the adjustment start 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 specific implementations, the pedal stroke zero point and pedal stroke end point are determined based on the initial pedal feel curve. The initial braking force pressure corresponding to the start of adjustment in the initial pedal feel curve is updated to the target braking pressure. Interpolation is performed using the target braking pressure, pedal stroke zero point, and pedal stroke end point corresponding to the start of adjustment to obtain an adjusted target pedal feel curve.

[0043] Through the above embodiment, brake pedal parameters are obtained. When the brake pedal parameters meet preset adjustment conditions, the brake pedal is determined to be 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 and end times of adjustment are determined based on the brake pedal parameters. The target braking force pressure corresponding to the end time of adjustment is determined based on the initial pedal feel curve. By updating the initial braking force pressure corresponding to the start time of adjustment in the initial pedal feel curve to the target braking pressure, the adjusted target pedal feel curve has better adaptability and can adapt to the driver's brake pedal usage habits. Braking force is output based on the target pedal feel curve, thereby outputting braking force to control vehicle braking according to the driver's brake pedal usage habits, thereby improving the driver's experience.

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

[0045] Step 1011: Acquire a steering wheel angle and determine whether the steering wheel angle is within a preset angle range.

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

[0047] Step 1013: Obtain the current driving slope and determine whether the current driving slope is within a preset slope range.

[0048] Step 1014 , determining whether the anti-lock braking function and the electronic stability control function are in a deactivated state.

[0049] In practice, the steering wheel angle is the angle between the vehicle's centerline and the vehicle's front wheels, when turned left or right to their limit. When the steering wheel angle is within the preset range, the vehicle is stable and has not made any significant steering movements.

[0050] The steering wheel angle change rate is determined by calculating the steering wheel angle and the rate of change. When the steering wheel angle change rate is within the preset range, it indicates that the vehicle is not oversteering and is in a stable state.

[0051] The current driving slope is the slope of the road the vehicle is currently traveling on. If the current driving slope is within the preset slope range, it means the vehicle is currently traveling 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 vehicle stability and controllability and preventing skidding and loss of control. When the ABS is not triggered, it means that the vehicle is stable and there is no emergency braking.

[0053] The Electronic Stability Program (ESP) is a system or program designed to improve vehicle handling and effectively prevent loss of control when the vehicle reaches its dynamic limits. It monitors the vehicle's operating status through an electronic control system and intervenes in the vehicle's engine and braking systems to enhance vehicle safety and handling. When the ESP is not triggered, the vehicle is stable and there is no braking slip.

[0054] When the vehicle is stable, the brake pedal parameters are used to determine whether the driver has adjusted the brake pedal. If the driver adjusts the brake pedal, the initial pedal feel curve is updated to obtain the target pedal feel curve. This allows the brake pedal to be adjusted while ensuring safe driving, avoiding safety risks.

[0055] This solution accurately determines whether the vehicle is stable based on the steering wheel angle, steering wheel angle change rate, current driving slope, anti-lock braking system (ABS), and electronic stability control. When the vehicle is stable, the brake pedal parameters are used to determine whether the driver has adjusted the brake pedal. If the driver adjusts the brake pedal, the initial pedal feel curve is updated to generate the target pedal feel curve. This allows brake pedal adjustments to be made while ensuring safe driving, avoiding 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, determine that the brake pedal is in an adjustment state.

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

[0061] In a 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 determining whether the first brake pedal stroke and the first brake pedal speed meet a preset adjustment condition, it is determined 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 travel exceeds a preset travel threshold and the first brake pedal speed changes from a positive value to a negative value, the driver's brake pedal adjustment action is recognized, and the adjustment start time is determined based on the time when the first brake pedal speed changes from a positive value to a negative value. When the first brake pedal travel exceeds a preset travel threshold and the first brake pedal speed changes from a negative value to a positive value, the driver's brake pedal adjustment action is recognized, and the adjustment start time is determined based on the time when the first brake pedal speed changes 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 habit.

[0065] In some embodiments, step 1024 includes:

[0066] Step 1024A: Determine the jump moment of the first brake pedal speed, and use the jump moment of the first brake pedal speed as the first adjustment moment.

[0067] Step 1024B: Obtain 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 stroke and a second brake pedal speed.

[0068] Step 1024C: Determine 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, the first adjustment moment is used as the start adjustment moment.

[0071] In specific implementations, the time at which the first brake pedal speed changes is determined and used as the first adjustment time. Based on historically stored brake pedal parameters, second brake pedal parameters are retrieved within a preset time period prior to the first adjustment time. By determining whether the second brake pedal travel and second brake pedal speed meet preset start conditions and whether the driver has adjusted the brake pedal before the first adjustment time, the system determines whether the first adjustment time will be 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] The above solution obtains the second brake pedal parameters within a preset time period before the first adjustment moment. If the second brake pedal travel continues to increase within the preset time period 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 was no driver brake pedal adjustment action within the preset time period before the first adjustment moment. In this way, the first adjustment moment can be used as the start adjustment moment, making the determination of the start adjustment moment more accurate.

[0075] In some embodiments, step 103 includes:

[0076] Step 1031 , obtaining a third brake pedal parameter after the adjustment start time; 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 adjustments based on the number of jumps of the third brake pedal speed.

[0078] Step 1033 , in response to determining that the number of adjustments is less than or equal to a 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, the last jump moment of the third brake pedal speed is used as the end adjustment moment.

[0081] In a 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 set as the start adjustment time Kstart, brake pedal parameters acquired after the start adjustment time are used as third brake pedal parameters. Whether the driver's brake pedal adjustment action has ended is determined by determining whether the third brake pedal travel and third brake pedal speed meet preset termination conditions.

[0082] If, within a preset time period, the third brake pedal travel exceeds a preset travel threshold and the third brake pedal speed fluctuates, the driver is determined to be still adjusting the brake pedal. The number of third brake pedal speed fluctuations is used as the number of adjustments. If the number of adjustments exceeds the preset number, it indicates that the driver is not proficient in brake pedal adjustment, and the record of this driver's brake pedal adjustment 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, 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 is stored.

[0084] With this solution, when determining whether the driver has completed brake pedal adjustment, the system determines whether the number of adjustments is less than or equal to a preset number. This prevents inaccurate data resulting from frequent brake pedal adjustments by the driver. When the number of brake pedal adjustments is less than or equal to the preset number, the third brake pedal travel is greater than a preset travel threshold, and the third brake pedal speed is within a preset speed range, the driver's brake pedal adjustment can be accurately identified as complete, and the time at which adjustment ends can be accurately determined.

[0085] In some embodiments, step 104 includes:

[0086] Step 1041 : Acquire the first vehicle speed at the start adjustment time and the second vehicle speed at the end adjustment time.

[0087] Step 1042: Perform 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 a vehicle speed difference threshold and the second vehicle speed being greater than a vehicle speed threshold, determining a target braking force pressure corresponding to the end adjustment moment according to the initial pedal feel curve.

[0089] In 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 adjustment start 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 pedal feel curve update according to the embodiment of the present disclosure. Figure 2As shown, the coordinate M at the end of adjustment is determined on the initial pedal feel curve (pedal travel S - brake pressure P), and the target brake pressure P0 corresponding to the end of adjustment is determined based on coordinate M. The initial brake pressure corresponding to the start of adjustment in the initial pedal feel curve is updated to the target brake pressure, and coordinate N (the target brake pressure corresponding to the start of adjustment) is determined. The pedal travel zero point and pedal travel end point are determined on the initial pedal feel curve. Based on coordinate N (the target brake pressure corresponding to the start of adjustment), pedal travel zero point, and pedal travel end point, the adjusted target pedal feel curve is obtained.

[0097] Specifically, an interpolation method is used to interpolate the coordinate N (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. This interpolation method can make the adjusted target pedal feel curve smoother.

[0098] Interpolation methods include cubic spline interpolation and piecewise linear interpolation. Cubic spline interpolation constructs a smooth curve from a set of scattered data points, ensuring that the curve is continuous at each data point and has continuous first- and second-order derivatives. Cubic spline interpolation effectively preserves the original shape of the data and reduces interpolation errors. Piecewise linear interpolation divides the data interval into multiple smaller intervals and then interpolates within each smaller interval using a linear function. Piecewise linear interpolation is simple and computationally efficient, quickly providing an approximate representation of the data.

[0099] The above solution updates the initial braking force pressure corresponding to the start of adjustment in the initial pedal feel curve to the target braking pressure, thereby adjusting the initial pedal feel curve to a target pedal feel curve that suits the driver's brake pedal usage habits. The adjusted target pedal feel curve is derived based on the target braking pressure, pedal travel zero point, and pedal travel end point corresponding to the start of adjustment. Interpolation processing can smooth the adjusted target pedal feel curve.

[0100] Through the above embodiment, brake pedal parameters are obtained. When the brake pedal parameters meet preset adjustment conditions, the brake pedal is determined to be 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 and end times of adjustment are determined based on the brake pedal parameters. The target braking force pressure corresponding to the end time of adjustment is determined based on the initial pedal feel curve. By updating the initial braking force pressure corresponding to the start time of adjustment in the initial pedal feel curve to the target braking pressure, the adjusted target pedal feel curve has better adaptability and can adapt to the driver's brake pedal usage habits. Braking force is output based on the target pedal feel curve, thereby outputting braking force to control vehicle braking according to the driver's brake pedal usage habits, 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 stepping on the brake pedal: designing an array of a preset number of elements, storing at least one array element in each control cycle, and at least a preset number of array elements (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, and vehicle speed.

[0104] Step 3, monitoring and analyzing 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 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 period before the recording in Step 3 is traversed and analyzed to obtain the second brake pedal parameters within the preset time period before the jump in the first brake pedal speed. A determination is made as to whether the second brake pedal travel continues to increase and whether there are no jumps in the second brake pedal speed within the preset time period. If so, the adjustment start time Kstart recorded in Step 3 is considered to be a possible driver's foot feel adjustment action. If not, Step 3 is discarded, the action is not considered a foot feel adjustment action, and recording continues.

[0106] Step 5: If Step 4 is satisfied, continue recording. Within the preset time period, if 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. If 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 stored record is discarded. If 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 an appropriate feel. The last jump in the third brake pedal speed is used as the end adjustment time Kend, ensuring that all brake pedal data from the start adjustment time Kstart to the end adjustment time Kend is stored.

[0107] Step 6, satisfying step 5, compares the vehicle speed value 1 at the start adjustment moment Kstart in step 3 and the vehicle speed value 2 at the end adjustment moment 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 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 stroke 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 stroke zero point, the pedal stroke 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 is derived 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 and is difficult to adapt to all drivers. The self-learning strategy monitors the driver's operation and updates the original pedal feel curve to obtain the 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 embodiments of the present disclosure can be performed by a single device, such as a computer or server. The method of the embodiments of the present disclosure can also be applied in a distributed scenario, where multiple devices cooperate to perform the method. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiments of the present disclosure, and the multiple devices will interact with each other to complete the method.

[0111] It should be noted that the above description is limited to some embodiments of the present disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain 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 embodiments and methods, the present disclosure also provides a control device for a vehicle brake pedal.

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

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

[0115] an adjustment start time determination module 302 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 an adjustment start time according to the brake pedal parameter;

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

[0117] The 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 adjustment start 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 parameters, the apparatus further includes:

[0120] a first determining unit configured to obtain a steering wheel angle and determine whether 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 whether 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 an electronic stability control function are in a deactivated 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 travel and a first brake pedal speed; the adjustment start 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 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 configured to, in response to determining that the second brake pedal stroke continues to increase within the preset time period, determine whether the second brake pedal speed has a jump 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 acquiring unit configured to acquire a third brake pedal parameter after the adjustment start time; wherein the third brake pedal parameter includes a third brake pedal travel and a third brake pedal speed;

[0137] an adjustment number determining unit configured to determine the number of brake pedal adjustments based on the number of jumps 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;

[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 adjustment start 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 of adjustment, 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 devices are described as being functionally divided into various modules. 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 and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable 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 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. 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 communicatively connected to each other within the device via the bus 1050.

[0153] The processor 1010 can be implemented using 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 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

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

[0156] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (e.g., USB (Universal Serial Bus), network cable, etc.) or a wireless method (e.g., mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0157] The bus 1050 comprises a path for transmitting 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 a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this 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, which 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 media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules 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 disc read-only memory (CD-ROM), digital versatile disc (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 and methods, the present application also provides a vehicle, including a control device, or electronic device, or 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 embodiment is used to implement the vehicle brake pedal control method described in any of the above 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 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 so as not to obscure the embodiments of the present disclosure, known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, devices may be shown in the form of block diagrams to avoid obscuring the embodiments of the present disclosure, 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 are to be implemented (i.e., these details should be fully within the purview of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it will be apparent to those skilled in the art that the embodiments of the present disclosure may be implemented without these specific details or with variations 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 thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on 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 time to start adjustment according to the brake pedal parameter; determining an end adjustment time according to the brake pedal parameters; determining a target braking force pressure corresponding to the end adjustment moment according to the initial pedal feel curve; updating the initial braking force pressure corresponding to the adjustment start time in the initial pedal feel curve to the target braking pressure, obtaining an adjusted target pedal feel curve, and outputting the braking force based on the target pedal feel curve; The updating of the initial braking force pressure corresponding to the adjustment start time in the initial pedal feel curve to the target braking pressure to obtain an 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 adjustment start time in the initial pedal feel curve as the target braking pressure; An interpolation method is used to perform interpolation processing based on 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.

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 whether the steering wheel angle is within a preset angle range; Obtaining a steering wheel angle change rate, and determining whether the steering wheel angle change rate is within a preset change rate range; Obtaining 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 parameters include first brake pedal parameters before the brake pedal is in an adjustment state; the first brake pedal parameters include 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 time for adjustment 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 travel is greater than a preset travel 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 determining of 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 include: determining a jump moment of the first brake pedal speed, and using the jump moment of the first brake pedal speed as a first adjustment moment; Acquiring 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; 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 includes: Acquiring a third brake pedal parameter after the adjustment start time; wherein the third brake pedal parameter includes a third brake pedal stroke and a third brake pedal speed; determining a number of brake pedal adjustments based on a number of jumps in the third brake pedal speed; In response to determining that the number of adjustments is less than or equal to a preset number, 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 determining, according to the initial pedal feel curve, the target braking force pressure corresponding to the end adjustment time comprises: Acquire a first vehicle speed at the start of adjustment and a second vehicle speed at the end of adjustment; 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 time is determined according to an initial pedal feel curve.

7. A vehicle brake pedal control device, characterized in that: include: an acquisition module configured to acquire brake pedal parameters; an adjustment start time determination module, 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 an adjustment start time according to the brake pedal parameter; an adjustment end time determination module, configured to determine an adjustment end 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; a target pedal feel curve determining module configured to update the initial braking force pressure corresponding to the adjustment start 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; The target pedal feel curve determination module includes: 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; a pedal feel curve updating unit configured to update the initial braking force pressure corresponding to the adjustment start time in the initial pedal feel curve to the target braking pressure; The interpolation processing unit is configured to perform interpolation processing 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.

8. 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 6 is implemented.

9. A vehicle, characterized in that: A control device for a vehicle brake pedal comprising the control device of claim 7 or the electronic device of claim 8.

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