Brake pedal feeling control method, medium, equipment and product

Abstract

The embodiment of the invention discloses a brake pedal feeling control method, a medium, equipment and a product. Operation data of a driver and navigation data of a vehicle are obtained; analyzing the braking operation of the driver based on the operation data of the driver, and determining the braking intention of the driver; analyzing the road surface information of the vehicle based on the navigation data of the vehicle, and determining the driving condition of the vehicle; determining a target braking control mode according to the braking intention or the driving working condition; the brake pressure is controlled based on the target brake control mode and the driver's operation data. According to the embodiment of the invention, the target brake control mode most meeting the current demand can be dynamically determined, and the brake pressure is accurately controlled based on the mode and the driver operation data, so that the brake pedal feeling can be adaptively adjusted based on the brake urgency of the driver and the actual driving scene, better driving experience is provided for a user, and the user experience is improved. The braking confidence of the driver is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle braking control, and specifically relates to a control method for brake pedal feel, a storage medium, an electronic device, and a computer program product. Background Technology

[0002] Currently, the brake pedal feel pattern of a vehicle with a brake-by-wire system is fixed while driving. However, in most real-world scenarios, the fixed brake pedal feel can lead to overly sensitive braking or insufficient braking confidence at low or high speeds, failing to meet the driver's braking expectations.

[0003] Therefore, it is very important to know how to control the driver's feel of the brake pedal during driving in order to achieve the driver's braking expectations. Summary of the Invention

[0004] The purpose of this application is to provide a method, medium, device, and product for controlling the feel of the brake pedal, which can solve the problem that a fixed brake pedal feel cannot meet the driver's braking expectations.

[0005] In a first aspect, embodiments of this application provide a method for controlling the feel of a brake pedal, the method comprising: Acquire driver operation data and vehicle navigation data; The driver's braking operation is analyzed based on the driver's operation data to determine the driver's braking intention; Based on the vehicle's navigation data, the road surface information where the vehicle is located is analyzed to determine the vehicle's driving conditions. Determine the target braking control mode based on the braking intention or the driving conditions; Braking pressure is controlled based on the target braking control mode and the driver's operating data.

[0006] Optionally, the driver's operation data includes braking distance and braking time. Analyzing the driver's braking operation based on the driver's operation data to determine the driver's braking intention includes: The braking rate at which the driver depresses the brake pedal is determined based on the braking stroke and the braking time. When the braking rate is greater than or equal to a preset rate, the intention to brake quickly is determined as the driver's braking intention; When the braking rate is less than a preset rate, the intention to brake slowly is determined to be the driver's braking intention.

[0007] Optionally, the vehicle's navigation data includes map data and real-time location data. The step of analyzing the road information based on the vehicle's navigation data to determine the vehicle's driving conditions includes: Based on the real-time location data, the static attribute information of the road surface where the vehicle is located is determined in the map data; The static attribute information is analyzed to obtain the dynamic level of the road surface where the vehicle is located; When the dynamic level meets the preset level, the dynamic demand condition is determined as the driving condition of the vehicle. When the dynamic level does not meet the preset level, the comfort requirement condition is determined as the driving condition of the vehicle.

[0008] Optionally, determining the target braking control mode based on the braking intention or the driving condition includes: A first braking control mode is determined based on the braking intent; The second braking control mode is determined based on the driving conditions. When the first braking control mode and the second braking control mode are different, the first priority corresponding to the braking intention and the second priority corresponding to the driving condition are obtained, and the first braking control mode or the second braking control mode is determined as the target braking control mode according to the priority relationship between the first priority and the second priority. When the first braking control mode and the second braking control mode are the same, the first braking control mode or the second braking control mode is determined as the target braking control mode.

[0009] Optionally, determining the first braking control mode based on the braking intention includes: When the braking intention is a rapid braking intention, the motion mode is determined to be the first braking control mode; When the braking intention is a slow braking intention, the comfort mode is determined as the first braking control mode.

[0010] Optionally, determining the second braking control mode based on the driving conditions includes: When the driving condition is a dynamic demand condition, the motion mode is determined to be the second braking control mode; When the driving condition is a comfort-oriented condition, the comfort mode is determined as the second braking control mode.

[0011] Optionally, controlling the braking pressure based on the target braking control mode and the driver's operating data includes: Obtain the pressure control curve corresponding to the target braking control mode; The target pressure corresponding to the braking stroke is determined based on the pressure control curve. The target pressure is used as the control target for the braking pressure, and the braking pressure is controlled accordingly.

[0012] Secondly, embodiments of this application provide a storage medium that stores computer instructions, which, when executed by a computer, are used to perform the steps of the brake pedal feel control method as described in the first aspect.

[0013] Thirdly, embodiments of this application provide an electronic device including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the steps of the brake pedal feel control method as described in the first aspect.

[0014] Fourthly, embodiments of this application provide a computer program product, including a computer program / instructions, characterized in that, when the computer program / instructions are executed by a processor, they implement the steps of the brake pedal feel control method as described in the first aspect.

[0015] In this embodiment, by acquiring real-time driver operation data and vehicle navigation data, the system can intelligently analyze the driver's immediate braking intention and the vehicle's driving conditions, and dynamically determine the target braking control mode that best suits the current needs. Based on this target mode and driver operation data, the system can precisely control the braking pressure, so that the brake pedal feel is no longer fixed, but can be adaptively adjusted based on the driver's braking urgency and the actual driving scenario, providing users with a better driving experience and improving the driver's braking confidence. This effectively solves the problems of overly sensitive low-speed braking and insufficient confidence in high-speed braking caused by a fixed pedal feel, ensuring that the pedal feedback always meets the driver's braking expectations, and significantly improving driving safety and comfort. Attached Figure Description

[0016] Figure 1 This is a flowchart illustrating the steps of a brake pedal feel control method provided in an embodiment of this application; Figure 2 This is a schematic diagram illustrating the principle of a brake pedal feel control strategy provided in an embodiment of this application; Figure 3 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0017] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0019] The control method for brake pedal feel provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0020] The brake pedal feel control method provided in this application is applied to a vehicle. The vehicle's braking architecture mainly includes a brake master cylinder pushrod stroke sensor, a CAN (Controller Area Network) transceiver, and a brake-by-wire control unit.

[0021] Reference Figure 1 This is a flowchart illustrating the steps of a brake pedal feel control method provided in an embodiment of this application, specifically including the following steps: Step 101: Obtain the driver's operation data and the vehicle's navigation data; In this embodiment, the driver's braking operation data is collected in real time by a brake master cylinder pushrod stroke sensor; navigation data from the vehicle navigation system and other ECUs (Electronic Control Units) is received via a CAN transceiver.

[0022] Step 102: Analyze the driver's braking operation based on the driver's operation data to determine the driver's braking intention; In the embodiments of this application, by analyzing the operation data in real time, it is possible to identify the urgency or tendency of the driver's current braking behavior, thereby determining the dynamic characteristics with which the driver wants the vehicle to decelerate, that is, determining the driver's braking intention.

[0023] Step 103: Analyze the road information where the vehicle is located based on the vehicle's navigation data to determine the vehicle's driving conditions; In this embodiment of the application, by analyzing the road attributes and environmental information in the navigation data, it is possible to determine the typical driving scenario that the vehicle is currently facing or will face, such as congested road conditions with frequent starts and stops, or high-speed or winding road conditions that require high vehicle handling stability, thereby determining the driving conditions of the vehicle.

[0024] Step 104: Determine the target braking control mode based on the braking intention or the driving conditions; In this embodiment of the application, the braking intention determined in step 102 and the driving condition determined in step 103 are used as inputs to the brake-by-wire control unit. The brake-by-wire control unit selects an optimal braking control mode for the current moment. This mode defines the overall performance and feedback style that the braking system should exhibit.

[0025] After acquiring braking intent and driving condition information, the target braking control mode can be determined based on either the braking intent or the driving condition. This ensures robust control even when some information is missing or unreliable. For example, when sensor signals are subject to momentary interference, data is temporarily invalid, or the vehicle is in a region where the braking intent is ambiguous (e.g., the braking rate is close to a preset threshold), i.e., the braking intent cannot be accurately determined, the system will default to or switch to the target braking control mode determined by the driving condition. Another example is when the vehicle navigation system is not activated, the signal is lost, or the driving road is a newly constructed section not yet included in the system's data collection, i.e., the driving condition cannot be accurately determined, the system will default to or switch to the target braking control mode determined by the braking intent.

[0026] Step 105: Control the braking pressure based on the target braking control mode and the driver's operation data.

[0027] In this embodiment, based on the selected target braking control mode, the corresponding pressure control strategy is retrieved, and combined with the driver's real-time operation data, a precise braking pressure control command is calculated and output. The braking pressure control command is then output to the braking pressure actuator to drive it to generate the actual braking pressure corresponding to the command, thereby realizing the control of the brake pedal feel.

[0028] For controlling the feel of the brake pedal, brake pressure is the core control target and physical parameter. Specifically, through an independently controllable brake pedal reaction force simulation mechanism, a pedal feedback force and travel characteristics that match the current pressure level and control mode are actively generated and applied. In other words, brake pressure defines the "feel" that the pedal feedback force should simulate, so that the driver's comprehensive feeling through the pedal's hardness, weight, and response speed (i.e., brake pedal feel) can intuitively and accurately reflect the current operating state and performance orientation of the braking system.

[0029] In this embodiment, by acquiring real-time driver operation data and vehicle navigation data, the system can intelligently analyze the driver's immediate braking intention and the vehicle's driving conditions, and dynamically determine the target braking control mode that best suits the current needs. Based on this target mode and driver operation data, the system can precisely control the braking pressure, so that the brake pedal feel is no longer fixed, but can be adaptively adjusted based on the driver's braking urgency and the actual driving scenario. This effectively solves the problems of overly sensitive low-speed braking and insufficient confidence in high-speed braking caused by a fixed pedal feel, ensuring that the pedal feedback always meets the driver's braking expectations, and significantly improving driving safety and comfort.

[0030] In one embodiment of this application, the driver's operation data includes braking distance and braking time. Analyzing the driver's braking operation based on the driver's operation data to determine the driver's braking intention includes: The braking rate at which the driver depresses the brake pedal is determined based on the braking stroke and the braking time. When the braking rate is greater than or equal to a preset rate, the intention to brake quickly is determined as the driver's braking intention; When the braking rate is less than a preset rate, the intention to brake slowly is determined to be the driver's braking intention.

[0031] In this embodiment, the brake stroke and braking time are collected in real time by a brake master cylinder pushrod stroke sensor. The brake stroke refers to the actual displacement length of the brake pedal from its initial free position, and the braking time refers to the time taken to complete that displacement. By calculating the change in stroke per unit time, the average speed of the brake pedal movement can be determined; that is, the braking rate at which the driver depresses the brake pedal can be determined by the brake stroke and braking time.

[0032] At this point, the braking rate can be used to determine the urgency of the driver's need to decelerate the vehicle. In order to quantify this urgency into a distinguishable operational intention, the driver's braking intention can be determined by a preset rate. The preset rate refers to the critical speed value used to distinguish between normal gentle braking and braking that requires a rapid response.

[0033] Specifically, when the braking rate is greater than or equal to the preset rate, it means that the driver wants or needs the braking system to quickly establish braking force, which usually corresponds to emergency, active, or aggressive driving situations. Therefore, the driver's braking intention can be determined to be a rapid braking intention. When the braking rate is less than the preset rate, it means that the driver expects a smooth and gradual deceleration process, which usually corresponds to relaxed driving situations such as following another vehicle, coasting, or regular stopping. Therefore, the driver's braking intention can be determined to be a slow braking intention.

[0034] As an example, the preset speed can be 30 mm / s. It should be noted that the specific value of the preset speed is only an example. Those skilled in the art can set it specifically according to vehicle characteristics, calibration targets and user preferences. This application does not limit this.

[0035] This application embodiment quantifies continuous driver braking operations into braking rates and compares them with preset thresholds, thereby predicting the driver's needs in advance and achieving objective and real-time recognition of the driver's braking intentions.

[0036] In one embodiment of this application, the vehicle's navigation data includes map data and real-time location data. The step of analyzing the road surface information based on the vehicle's navigation data to determine the vehicle's driving conditions includes: Based on the real-time location data, the static attribute information of the road surface where the vehicle is located is determined in the map data; The static attribute information is analyzed to obtain the dynamic level of the road surface where the vehicle is located; When the dynamic level meets the preset level, the dynamic demand condition is determined as the driving condition of the vehicle. When the dynamic level does not meet the preset level, the comfort requirement condition is determined as the driving condition of the vehicle.

[0037] In practical applications, a fixed pedal feel can lead to overly sensitive braking or insufficient braking confidence at low or high speeds, failing to meet the driver's braking expectations. Users typically expect a smooth initial braking at low speeds, rather than sensitive braking, but expect a more pronounced braking confidence when driving on mountain roads or at medium to high speeds.

[0038] Therefore, in order to fundamentally solve the problem that a fixed mode cannot adapt to the conflicting needs of multiple scenarios and to achieve intelligent on-demand adaptation of the brake pedal feel, in this embodiment of the application, navigation data collected by the vehicle navigation system can identify the driving scenario that the vehicle is about to encounter, so as to select a control mode that matches the driving scenario. The navigation data may include map data and real-time location data. The map data refers to a high-precision map database containing attributes such as road topology, type, curvature, slope, and speed limits. The real-time location data refers to the vehicle's current latitude, longitude, heading, and speed information obtained through the Global Positioning System (GPS).

[0039] At this point, based on real-time location data, the precise road segment where the vehicle is currently located can be determined from the map data. That is, the static attribute information of the road surface where the vehicle is currently located. Static attribute information refers to the inherent attributes of the road segment that do not change with the instantaneous state of the vehicle, such as the road function level (highway, national highway, urban road), design curvature, average slope, and legal speed limit.

[0040] Analyzing static attribute information allows for the assessment of the requirements for vehicle handling stability and braking system dynamic response capabilities on a given road segment, thus obtaining the dynamic level of the road surface the vehicle is currently on. To convert continuous analysis results into discrete operating condition classifications, dynamic levels can be differentiated using preset levels. Preset levels refer to dynamic level thresholds or decision logic sets used to distinguish between road segments with high dynamic performance requirements and those with high comfort requirements. In some embodiments, road segments with dynamic levels meeting preset levels are considered high dynamic performance requirement road segments, while those with dynamic levels not meeting preset levels are considered high comfort requirement road segments. Specifically, when the dynamic level meets the preset level, it indicates that the current or upcoming road segment places high demands on the vehicle's braking system response speed, feedback accuracy, and stability; therefore, the driving condition can be defined as a dynamic requirement condition. When the dynamic level does not meet the preset level, it indicates that the current road segment places higher demands on the smoothness, comfort, and controllability of the braking system; therefore, the driving condition can be defined as a comfort requirement condition.

[0041] As an example, dynamic demand conditions can be mountainous areas or highways, while comfort demand conditions can be urban areas or suburbs. It should be noted that as long as the dynamic level indicated by the analysis based on static attribute information shows that the current road segment's requirements for the dynamic performance (such as response speed, feedback accuracy, and stability) of the braking system are higher than the comfort requirements, it can be classified as a dynamic demand condition. Conversely, it can be classified as a comfort demand condition. The embodiments of this application do not limit the specific scenarios of dynamic demand conditions and comfort demand conditions.

[0042] This application embodiment can proactively predict the driving scenarios that the vehicle will face by mining and utilizing the static road attribute information contained in navigation data, thereby achieving accurate judgment of driving conditions.

[0043] In one embodiment of this application, the navigation data also includes route data of the vehicle's travel. Since the route data can reflect the user-set destination and planned route, combining the route data with the static attribute information can further analyze the attribute change trends of the continuous road segments ahead (e.g., identifying an upcoming long downhill or continuous curves). With improved accuracy of the dynamic level, the driving conditions determined based on the dynamic level will be more accurate, and earlier and smoother pre-switching of the brake pedal feel mode can be achieved, thereby providing a more predictable and consistent driving experience.

[0044] In one embodiment of this application, determining the target braking control mode based on the braking intention or the driving condition includes: A first braking control mode is determined based on the braking intent; The second braking control mode is determined based on the driving conditions. When the first braking control mode and the second braking control mode are different, the first priority corresponding to the braking intention and the second priority corresponding to the driving condition are obtained, and the first braking control mode or the second braking control mode is determined as the target braking control mode according to the priority relationship between the first priority and the second priority. When the first braking control mode and the second braking control mode are the same, the first braking control mode or the second braking control mode is determined as the target braking control mode.

[0045] In this embodiment of the application, after obtaining the braking intention and driving conditions, a first braking control mode can be determined based on the braking intention, and a second braking control mode can be determined based on the driving conditions.

[0046] In practical applications, there may be situations where the control modes recommended by the two paths are inconsistent. For example, when cruising at high speed (dynamic demand condition, corresponding to sport mode), the driver performs a slow and gentle braking (slow braking intention, corresponding to comfort mode). In this case, in order to resolve the mode conflict and make a unique and reasonable control decision, the embodiments of this application will determine the final target braking control mode based on the preset priority given to braking intention and driving condition.

[0047] Specifically, when the first braking control mode and the second braking control mode are different, the predefined priority rules will be queried (i.e., the first priority corresponding to the braking intention and the second priority corresponding to the driving condition will be obtained, and the priority relationship between the two will be compared), and the mode corresponding to the source with the higher priority will be selected as the final target braking control mode; conversely, when the first braking control mode and the second braking control mode are the same, the consistent mode can be directly determined as the target braking control mode without priority arbitration.

[0048] As an example, an emergency or rapid braking intent can be assigned the highest priority, and its corresponding mode will unconditionally override the mode recommended by the driving conditions. This ensures that, in any road environment, the driver's sudden emergency braking needs receive the most direct and effective response. It should be noted that the specific rules for setting the priority (e.g., whether the intent is always higher than the driving conditions, or whether it is dynamically adjusted according to different driving conditions) can be set according to the vehicle's safety strategy, brand positioning, or user-customizable preferences. This application embodiment does not impose any limitations on this.

[0049] This application embodiment prioritizes and arbitrates parallel pattern suggestions derived from different information sources (real-time driver operation and vehicle driving conditions). This not only makes full use of intention and operating condition information to make general optimal decisions, but also intelligently handles special scenarios with information conflicts, ensuring that the target braking control mode is reasonable, safe and logical under any circumstances.

[0050] In one embodiment of this application, determining the first braking control mode based on the braking intention includes: When the braking intention is a rapid braking intention, the motion mode is determined to be the first braking control mode; When the braking intention is a slow braking intention, the comfort mode is determined as the first braking control mode.

[0051] In this embodiment, when the braking intention is rapid braking, it means the driver has high requirements for the response speed and force of the vehicle deceleration, and expects the braking system to provide direct and solid feedback for precise control. Therefore, the first braking control mode can be determined as sport mode. When the braking intention is slow braking, it means the driver pays more attention to the smoothness and linearity of the deceleration process, and expects the braking system to provide soft and easily adjustable feedback to improve comfort. Therefore, the first braking control mode can be determined as comfort mode.

[0052] It should be noted that the Sport mode is used to provide a fast response, high feedback gain, and clear road feel, prioritizing the brake pedal feel tuning style to meet the needs of handling confidence in aggressive driving or emergency situations. The Comfort mode is used to provide a smooth and progressive brake pedal feel tuning style to meet the needs of ride comfort in daily commuting or congested traffic.

[0053] This application embodiment ensures that the feel of the brake pedal can match the driver's foot operation expectations in real time by directly mapping the driver's immediate operating intentions to specific braking control modes.

[0054] In one embodiment of this application, determining the second braking control mode based on the driving conditions includes: When the driving condition is a dynamic demand condition, the motion mode is determined to be the second braking control mode; When the driving condition is a comfort-oriented condition, the comfort mode is determined as the second braking control mode.

[0055] In this embodiment, when the driving condition is a dynamic demand condition, it means that the road environment that the vehicle is currently or about to enter (such as mountain roads or highways) places higher demands on the dynamic response, stability and control precision of the braking system. Therefore, the second braking control mode can be determined as the sport mode. When the driving condition is a dynamic comfort condition, it means that the vehicle is in a typical scenario with higher requirements for smoothness, controllability and low fatigue (such as urban or suburban roads). Therefore, the second braking control mode can be determined as the comfort mode.

[0056] The embodiments of this application pre-select the braking control mode based on driving conditions, so that the feel of the brake pedal can be initially adapted according to road conditions before the driver actually operates it, thereby improving the overall performance of vehicle braking in different scenarios.

[0057] In one embodiment of this application, controlling the braking pressure based on the target braking control mode and the driver's operating data includes: Obtain the pressure control curve corresponding to the target braking control mode; The target pressure corresponding to the braking stroke is determined based on the pressure control curve. The target pressure is used as the control target for the braking pressure, and the braking pressure is controlled accordingly.

[0058] In this embodiment, different pressure control curves are pre-calibrated for different braking control modes. The pressure control curve describes the mapping relationship between the brake pedal travel and the target braking pressure. It can be understood that for the Sport mode, the corresponding pressure control curve is a high-gain mapping relationship designed to provide rapid and powerful braking force establishment, while for the Comfort mode, the corresponding pressure control curve is a low-gain mapping relationship designed to provide smooth and linear braking force establishment.

[0059] To accurately translate the driver's braking operation request (i.e., braking stroke) into a specific braking target, it is necessary to determine the corresponding target pressure based on the braking stroke, which is the ideal braking pressure value expected to be achieved under the current mode and stroke. After determining the target pressure, this value is used as the core control target. Through relevant control algorithms, the braking pressure actuator (such as an electro-hydraulic control unit) is driven to work, so that the actual output braking pressure quickly and accurately tracks the target pressure.

[0060] The embodiments of this application determine the dynamic target pressure in the pressure control curve corresponding to the braking control mode based on the driver's real-time operation, so that the same pedal travel can map different braking force requests in different scenarios. From the most fundamental execution level, it ensures the direct force in the sport mode and the soft linearity in the comfort mode, providing a precise underlying pressure control basis for ultimately forming differentiated brake pedal feel.

[0061] Reference Figure 2 The diagram illustrates the principle of a brake pedal feel control strategy provided in an embodiment of this application, specifically including the following steps: Step 201: The driver applies normal braking; Step 202: The operation data collected by the brake master cylinder push rod stroke sensor is transmitted to the brake-by-wire control unit; at the same time, the navigation data collected by the vehicle navigation system is transmitted to the brake-by-wire control unit via the CAN transceiver. Step 203: The brake-by-wire control unit continuously monitors the braking rate at which the driver depresses the brake pedal and determines the corresponding braking intention (rapid braking intention / slow braking intention) based on the braking rate. Simultaneously, the brake-by-wire control unit determines the corresponding driving condition (dynamic demand condition / comfort demand condition) based on navigation data. The brake-by-wire control unit matches the brake pedal feel mode corresponding to the braking intention / driving condition in real time, making the brake pedal feel more suitable for the usage scenario and the subjective braking experience more in line with braking expectations.

[0062] Example 1: The brake-by-wire control unit reads the braking rate when the driver depresses the brake pedal. When the braking rate is ≥30mm / s, the brake-by-wire control unit selects Sport mode, making the braking response faster and more sensitive, and giving the driver more confidence in braking; when the braking rate is <30mm / s, the brake-by-wire control unit selects Comfort mode, making the braking response smoother and the braking more comfortable.

[0063] Example 2: The brake-by-wire control unit matches the brake pedal feel mode corresponding to the driving route and the vehicle's current location in real time. When the vehicle is driving in mountainous or high-speed areas (dynamic demand conditions), the brake-by-wire control unit selects Sport mode; when the vehicle is driving in urban or suburban areas (comfort demand conditions), the brake-by-wire control unit selects Comfort mode.

[0064] The brake-by-wire control unit automatically provides the driver with a brake pedal feel that is more in line with their real-time operating intentions and / or driving scenarios through operating data and / or navigation data, thus providing the driver with a better braking feel and braking confidence.

[0065] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0066] This application also provides a storage medium that stores computer instructions. When the computer executes the computer instructions, it is used to execute the various processes of the above-described brake pedal feel control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0067] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0068] This application also provides an electronic device, including a processor 3010, a memory 309, and a program or instructions stored in the memory 309 and executable on the processor 3010. When the program or instructions are executed by the processor 3010, they implement the various processes of the above-described brake pedal feel control method embodiment and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0069] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0070] Figure 3 A schematic diagram of the hardware structure of an electronic device to implement an embodiment of this application. The electronic device 300 includes, but is not limited to, components such as: radio frequency unit 301, network module 302, audio output unit 303, input unit 304, sensor 305, display unit 306, user input unit 307, interface unit 308, memory 309, and processor 3010.

[0071] Those skilled in the art will understand that the electronic device 300 may also include a power supply (such as a battery) for supplying power to various components. The power supply may be logically connected to the processor 3010 through a power management system, thereby enabling functions such as managing charging, discharging, and power consumption through the power management system. Figure 3The electronic device structure shown does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than shown, or combine certain components, or have different component arrangements, which will not be elaborated here. This application also provides a computer program product, including a computer program / instruction, characterized in that when the computer program / instruction is executed by a processor, it implements the various processes of the above-described brake pedal feel control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0072] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0073] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0074] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A method for controlling the feel of a brake pedal, characterized in that, The method includes: Acquire driver operation data and vehicle navigation data; The driver's braking operation is analyzed based on the driver's operation data to determine the driver's braking intention; Based on the vehicle's navigation data, the road surface information where the vehicle is located is analyzed to determine the vehicle's driving conditions. Determine the target braking control mode based on the braking intention or the driving conditions; Braking pressure is controlled based on the target braking control mode and the driver's operating data.

2. The method according to claim 1, characterized in that, The driver's operation data includes braking distance and braking time. Analyzing the driver's braking operation based on this data to determine the driver's braking intention includes: The braking rate at which the driver depresses the brake pedal is determined based on the braking stroke and the braking time. When the braking rate is greater than or equal to a preset rate, the intention to brake quickly is determined as the driver's braking intention; When the braking rate is less than a preset rate, the intention to brake slowly is determined to be the driver's braking intention.

3. The method according to claim 2, characterized in that, The vehicle's navigation data includes map data and real-time location data. The analysis of road information based on the vehicle's navigation data to determine the vehicle's driving conditions includes: Based on the real-time location data, the static attribute information of the road surface where the vehicle is located is determined in the map data; The static attribute information is analyzed to obtain the dynamic level of the road surface where the vehicle is located; When the dynamic level meets the preset level, the dynamic demand condition is determined as the driving condition of the vehicle. When the dynamic level does not meet the preset level, the comfort requirement condition is determined as the driving condition of the vehicle.

4. The method according to claim 3, characterized in that, Determining the target braking control mode based on the braking intention or the driving condition includes: A first braking control mode is determined based on the braking intent; The second braking control mode is determined based on the driving conditions. When the first braking control mode and the second braking control mode are different, the first priority corresponding to the braking intention and the second priority corresponding to the driving condition are obtained, and the first braking control mode or the second braking control mode is determined as the target braking control mode according to the priority relationship between the first priority and the second priority. When the first braking control mode and the second braking control mode are the same, the first braking control mode or the second braking control mode is determined as the target braking control mode.

5. The method according to claim 4, characterized in that, Determining the first braking control mode based on the braking intention includes: When the braking intention is a rapid braking intention, the motion mode is determined to be the first braking control mode; When the braking intention is a slow braking intention, the comfort mode is determined as the first braking control mode.

6. The method according to claim 4, characterized in that, Determining the second braking control mode based on the driving conditions includes: When the driving condition is a dynamic demand condition, the motion mode is determined to be the second braking control mode; When the driving condition is a comfort-oriented condition, the comfort mode is determined as the second braking control mode.

7. The method according to claim 2, characterized in that, The method of controlling braking pressure based on the target braking control mode and the driver's operation data includes: Obtain the pressure control curve corresponding to the target braking control mode; The target pressure corresponding to the braking stroke is determined based on the pressure control curve. The target pressure is used as the control target for the braking pressure, and the braking pressure is controlled accordingly.

8. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform a brake pedal feel control method as described in any one of claims 1-7.

9. An electronic device, characterized in that, Includes at least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform a brake pedal feel control method as described in any one of claims 1-7.

10. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements a control method for brake pedal feel as described in any one of claims 1-7.

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